You know you need new tires, but you’re not sure what type. You look at a tire to get the size: 225, 50, R, 16, 92, H. All the way to the service center you keep repeating it over and over. You even say it over in your mind while waiting in line. Then you get to the counter and the manager asks what size you need. Then your mind goes blank.
Tire size can be confusing. There’s so much on the side of the tire, and it’s hard to keep straight.
Even though there’s a lot on a tire – if you know what it all means, it’s actually more helpful than confusing. Let’s start with the size number.
For example, let’s say a tire reads: 225 50 R 16 92 H. The 225 part is the width of the tire in millimeters – the width between the sidewalls of an inflated tire with no load. The 50 is the aspect ratio – the ratio of the sidewall height to the tread width. Off-road tires will have a higher number and high performance tires will have a lower number.
The R signifies it’s a radial tire. And 16 is the rim or wheel size in inches.
The 92 is the load rating index – it’s the load carrying capacity of a tire. The higher the number, the more it can safely carry. Your empty vehicle can be safe with a lower number, but you’ll need a higher rating if you routinely haul heavy loads. The next letter is the speed rating. Not all tires are speed rated. The ratings generally follow the alphabet: the further up the alphabet, the higher the speed rating – with the exception of H – it comes between U and V (don’t ask why).
There’s a lot of fine print that you probably need a magnifying glass to read. But there are a couple of other large print items of interest. One is the tread type: highway, mud and snow, all season, severe snow, etc.
And then there’re the Uniform Tire Quality Grading System markings. The first is a tread wear index. 100 is the base line – a lower number is poorer and a higher number is better. All things being equal, a tire rated 200 would wear twice as long, on a government test track, than one rated at 100. These wear grades are only valid within a manufacturer’s product line – you can’t compare with other manufacturers. And it’s important to note that a lower rating might be just what you want – a high performance, sticky tire has a softer rubber compound and won’t wear as long, but boy, will it take those corners.
The next is a traction grade. This measures the tire’s ability to stop on wet pavement in government tests. A – the best, B – intermediate, C – acceptable.
Temperature grade measures a tire’s resistance to heat build up in government tests. A, B and C – from best to acceptable.
It’s safe to go with the original equipment recommendations that came on your car. But if you want to make adjustments, you’ll now be better equipped to communicate with your tire professional.
Welcome to the Schaumburg Automedics blog. Today, let’s talk about the effect of tire tread depth on braking. When talking about stopping power, most of us Itasca drivers tend to focus on our brakes. But our tires are where the rubber meets the road. So having good brakes isn’t enough. Safe Itasca drivers need to have tires with enough traction to translate braking power into stopping power.
Let’s focus on stopping in wet Itasca conditions. In order for a tire to have good contact with the road, it has to move the water out of the way. If it can’t move the water, the tire will actually ride on top of a thin film of water.
That’s called hydroplaning. If it’s really bad, Itasca drivers can actually spin out of control. At best, you won’t stop as fast.
So how does a tire move water? It has channels for water to flow through. Look at your sedan tire and you’ll see channels: channels that run around the tire and channels that flow across the tire. They’re designed to direct water away from the tire so it can contact the road better.
And the deeper the channel, the more water it can move. A brand new Schaumburg Automedics tire has very deep channels and can easily move a lot of water. As the tire wears down, the channels become shallower and can move less water. When it wears down enough, it can seriously affect your ability to stop your sedan on wet Itasca roads.
So that’s why it’s so important to replace our sedan tires when they get worn. Consumer Reports and other advocate groups call for a standard of 3/32 of an inch and they have the studies to prove it.
By comparison, you’ve probably seen the wear indicator that’s molded into tires. When tires are worn 3/32 of an inch, the tread wear bar is visible. So the recommended standard has twice the tread depth as a completely worn out sedan tire.
At Schaumburg Automedics, we want our customers to know that the deeper recommended tread depth makes a big difference. Stopping distances are cut dramatically on wet Itasca roads. A safe stop from Illinois freeway speeds with 4/32 of an inch of tread would result in a crash with worn out tires.
There’s an easy way to tell when a tire’s worn to 4/32 of an inch. Just insert a quarter into the tread. Put it in upside down. If the tread doesn’t cover George Washington’s hairline, it’s time to replace your sedan tires. With a Canadian quarter, the tread should cover the numbers in the year stamp.
Many Itasca car owners have heard of this technique using a penny and Abe Lincoln’s head. That measure gives you 2/32 of an inch – half the suggested amount. Of course, sedan tires are a big ticket item. Most of us in Itasca want to get as many miles out of them as we can. But there’s a real safety trade-off. It’s your choice.
So, everyone in the Schaumburg Illinois area knows how great helium is – you know, party balloons, squeaky voices. But a lot of people around Schaumburg still haven’t heard about the benefits of nitrogen in your tires, and how it can help your tires. Here’s some great advice from AutoNetTV, brought to you by Schaumburg Automedics.
Nitrogen has actually been around for a long time in the Schaumburg Illinois commercial sector, but it’s just starting to catch on for private vehicles in the 60193 zip code area.
Why nitrogen in your tires? Air is air, right? Actually, it turns out there is a difference.
Contact Schaumburg Automedics to learn more about nitrogen in your tires You can find us at: 503 Lunt Avenue Schaumburg, Illinois 60193 Or call us at 847-352-2886
The heart of the matter is maintaining proper tire inflation. When your tires are properly inflated, they last longer, handle better and more safely, and save you money at the gas pump.
The problem is that tires filled in Schaumburg with regular air can lose a pound and a half of air pressure every month. This just happens as the oxygen in the tire seeps out. So if you don’t check your pressure for a month or two, well, you can be significantly low – low enough to actually affect your handling, shorten tire life and waste money at the fuel pump.
How does nitrogen help? Regular air contains about 78% nitrogen. Nitrogen is the largest molecule in air. It’s dry and non-flammable. Air also contains 21% oxygen, which is smaller and seeps out of the tire three to four times faster than nitrogen.
So, a tire filled with nitrogen at Schaumburg Automedics will take about six months to lose as much pressure as regular air does in just one month. So it’s more forgiving for those who don’t check their pressure every week.
Also, when oxygen is at higher temperatures – like those inside your tire when you’ve been driving for awhile – it oxidizes the inside of your tire. Getting the oxygen out of your tire means that it’ll last longer.
Who’s using nitrogen? Well, let’s start with NASCAR and Indy. These racers like nitrogen’s ability to maintain consistent tire pressure and reduce tire temperatures under very demanding conditions. The US government requires all commercial aircraft to have nitrogen in their tires. NASA and the US Military use nitrogen. The mining industry has been filling those “humongous” tires with nitrogen for years. And semi trucks and trailers are starting to use nitrogen extensively.
You may have heard some detractors of nitrogen. But the studies and white papers from tire and vehicle manufacturers demonstrate that the technology really works.
In fact, a prominent consumer research group did a study where they filled some tires with air and some with nitrogen and stacked them outside for a year. They observed that the nitrogen filled tires did hold their pressure better, but they couldn’t see the economic benefit. But that particular test has very little to do with the real world. Most tires are actually holding up cars and they also get driven around and do a lot of work. So if nitrogen helps them last longer, saves gas and gives safer handling, it’s worth considering.
Learn more about nitrogen in your tires by watching our attached auto tips video from AutoNetTV.
Let me start by saying that your wheel bearings keep the wheels on your vehicle. Did that get your attention? In this article we’ll discuss more about wheel bearings and how you can keep them doing their very important job while you drive around Hanover Park Illinois.
Come see us at: 503 Lunt Avenue Schaumburg, Illinois 60193
Wheel bearings are pretty simple parts. They’re made of high quality steel and are engineered to last 100,000 miles or more if properly cared for. The bearings do two very important jobs: First they allow the wheel to freely rotate with as little friction as possible. Second, they support the weight of the vehicle. For example, if your car weighs 3,600 pounds, each wheel has to support approximately 900 pounds. That’s a lot of heavy lifting over many, many thousands of miles.
Even though wheel bearings are relatively simple, they need to be in near perfect condition to do their job. The bearings are packed with heavy grease to lubricate and protect them. A seal keeps the grease in and water and dirt out. It’s when the seal starts to leak that problems begin. The grease can become contaminated; causing the wheel bearings to overheat and ultimately fail.
The first sign that your wheel bearings are in trouble is an unusual noise coming from a wheel. It could be a chirping, growling, rumbling or a cyclic sound. The noise could get louder or even disappear at certain speeds. Your technician at Schaumburg Automedics can inspect for bearing wear by lifting the vehicle and checking for play in the wheel.
Now some wheel bearing assemblies are factory sealed. That means that they cannot be serviced – they can only be replaced. Those that aren’t sealed can be serviced on schedule. The bearings are removed, cleaned and inspected. If the bearings are still good, they’re re-installed – if not, they’re replaced. They are then packed in grease and a new seal is installed.
If your vehicle has a factory sealed wheel bearing assembly, the entire assembly needs to be replaced when trouble arises. Unfortunately, the parts are pretty pricy – but they usually last about 150,000 miles as long as the seals hold up.
Now, even a good seal cannot keep out water that’s exerting pressure on the seal. So if you’ve driven through hub deep water your bearings should be cleaned and repacked if they’re serviceable. If you have factory sealed bearings, you just need to watch for signs of premature failure.
If your wheel bearings can be serviced, your owner’s manual will recommend an interval, usually around 30,000 miles.
Now, if you have any sort of trailer, don’t forget its wheel bearings. They probably need to be serviced even more frequently. This is especially true for boat trailers that are used to launch the boat by backing it into the water. These should be serviced every year, usually at the end of the season so that the bearings don’t have the opportunity to sit and rust all winter.
So what happens if wheel bearings fail? Well, the wheel can literally fall off the vehicle. I don’t need to tell you how bad that could be. So check with your service advisor at Schaumburg Automedics and see if your vehicle’s wheel bearings can be serviced and when it’s recommended. Listen for warning signs. If you’ve been fording streams or puddle surfing after rainstorms, be especially vigilant.
Come by Schaumburg Automedics for a wheel bearing inspection, or for preventative maintenance. Call for an appointment at 847-352-2886
Under-inflated tires waste gas for lots of folks in the Hanover Park area. Think how hard it is to walk in sand – you just have to work harder because of the resistance. When your tires don’t have enough air in them, their rolling resistance is dramatically increased and it simply takes more gas to get from Schaumburg to Hanover Park.
Always check your tire pressure when you gas up at one of our local Hanover Park service stations. If they’re low – even just a little bit – bring them up to proper pressure. There’s a sticker on the inside of your driver’s door that gives the manufacturer’s recommended tire pressure.
And don’t rely on your tire pressure monitoring system to alert you to when you need more air. The TPMS system is set to warn you when pressure drops twenty percent below recommendations. That’s severely under inflated and you needed more air a long time ago. And if you have a slow leak – get it fixed right away at Schaumburg Automedics.
Most folks around Schaumburg have had a flat tire. You know it’s inconvenient and a pain. Our tires are important. Keeping them in good working order isn’t just a big safety issue – it also has a financial impact. With high gas prices, we’ve all heard about the importance of keeping proper tire pressure to save on gas. In addition, proper inflation promotes even tread wear so your tires last longer.
There’s another danger to under-inflated tires. Low tire pressure puts added stress on the structure of the tire itself, causing it to break down prematurely. Also, under-inflated tires generate more heat which also reduces tire life. So get those slow leaks fixed quickly – don’t just keep airing them up every few days. You want to avoid serious tire damage.
Tires can also be damaged by road hazards in and around Schaumburg. Punctures, cuts and impacts on curbs or potholes can also cause damage that could lead to tire failure. Sometimes, it’s something that a visual inspection would reveal. Take the opportunity to check your tires when you’re gassing up. Look for slashes, missing chunks, nails or screws in the tread or just uneven wear. Of course check the air pressure too.
Now tire damage can be on the inside where you can’t see it until it’s removed from the wheel. Such damage could come from a severe impact, driving on a flat or even just low pressure. Some punctures can cause internal damage that are too severe to be repaired. You may see our Schaumburg Automedics professionals take the time to remove your flat from the rim and inspect the inside before repairing it, which means we’re just following good procedure.
Now some tires just can’t be repaired. A puncture may be too large to plug. Also, the puncture could be in a location that’s not safe to repair like in the sidewall or outer portion of the tread. So called run-flat tires should not be repaired because their design is such that internal damage can’t be detected by a visual inspection.
It is also important that repairs should only be done by a qualified tire specialist like the ones we have at Schaumburg Automedics. You can buy self repair kits – save those for emergencies, like when you’re off-roading and need a quick fix so you can hobble back to civilization and get professional help. If you need to use a repair-in-a-can product, remember it’s a temporary measure only and your tire needs to be properly repaired as soon as possible.
Here are some other considerations: Repairing a flat may void your tire manufacturer’s warranty – just something to keep in mind. Also, if you repair a speed rated tire, you should not use it in any motorsports or operate it above legal speed limits. Your tire professional will repair your tire whenever it’s safe to do so and he’ll advise you when it’s better to replace it. So watch those curbs and keep the air – on the inside.
Some of us just love tires. All those little rubber hairs on new tires and the smell is wonderful. We live in a great time for tires. No matter how you drive, where you want to go or the look you’re after; there is a tire for you.
The same is true about wheels. The hardest part is choosing from the thousands of wheels available.
We may not be able to help with that, but we can help you get some things in mind before you consult with your Schaumburg tire professional. Let’s start with function and think about how you drive.
For example, maybe you have a large SUV but you don’t drive off-road, so an off-road tread isn’t important. Also, because you are not out bouncing over rocks in the Illinois backcountry, you don’t need a high profile tire to protect your rims. So that means you can probably go with the low-wide look.
If you have a winter season with rain and snow or if you find you need better ice and snow performance, they make great, high-performance snow tires that won’t make it look like you are driving a tractor.
There really are a lot of options for any given vehicle. You will find it very helpful to have a discussion like this with your Chicago tire pro when you need new tires. You can find the best solutions for your driving needs and to make improvements in ride or handling.
Picking a wheel that is the same size as what you are now running is pretty simple. But, it gets trickier if you want to upsize. Just get some help when you go bigger. All that tire and wheel still needs to fit in the available space. You do not want your tires to rub when you turn or hit a bump. You also need to make sure your brakes and suspension bits will fit with your wheel of choice. It doesn’t matter how great your car looks if it’s not drivable.
Taller, wider wheels and tires probably weigh more than your stock shoes. And it’s “unsprung” weight – that has a big impact on brake performance. The upsized shoes increase rotational inertia – if you go too big you may need to upgrade your brakes to compensate.
Another possible problem is an inaccurate speedometer. This happens because the number of rotations can change with the new wheels. Fortunately, speedometers and odometers are all controlled by the engine computer; so it is simple to get it reprogrammed and compensate for the bigger tires.
No matter what you are after: low cost, long life, high performance, traction or stunning good looks, your wheel and tire professional at Schaumburg Automedics in Schaumburg, Illinois can help you identify your needs and give you a custom fit. With all the options available, you don’t have to compromise. There is a tire out there with your name on it!
What type of technology do you use? Do you prefer an 8-track tape or an iPod? When it comes to winter tires, much of the public’s perception dates back to when 8-track was the best way to listen to the Bee Gees.
Twenty years ago, winter tires differed from highway tires only in their tread design. We called them snow tires back then and they had big, knobby lugs that were designed to give good traction in deep snow. They had the same rubber compound as regular tires and they weren’t very good on ice, packed snow or wet roads. They were not even very good on dry roads. They really helped in deep or loose snow, but they did a poor job the rest of the time. They were loud and rode hard. You couldn’t wait to get them off in the spring.
Then all-season tires started to come along. All-season tires are really a compromise between summer and winter performance. They have acceptable hot weather ride and tread life, and you can get through mild winter road conditions OK. But there are some really good reasons to consider winter tires.
Modern winter tires do a terrific job in a wide range of winter conditions. First of all, below 45 degrees Fahrenheit, regular tires become hard and inflexible. That means they don’t provide the road grip you need. Even if you don’t live somewhere with a lot of snow, but it still gets below 45 degrees in the winter, you will be safer with winter tires.
In addition, they are specifically designed to more effectively move snow and water. That’s the key to traction on ice, packed snow and wet roads. They use a micro-pore compound that allows the tire to bite into ice and snow. They also use wider grooves that run around the circumference of the tread to expel snow from the tire better. The lugs and grooves on winter tires have a special shape that throws the packed snow out of the tread as the tire turns. The tread is then open when it comes back in contact with the road and can provide good traction.
Winter tires also have a lot of sipes. Sipes are thin slits in the tread. The edge of the sipes grab ice and packed snow to provide tons of traction and to expel water and slush out of the tread. winter tires have a rounder casing to cut into the snow’s surface. The treads on regular summer tires can actually get packed with snow instead and become very slick. winter tires offer 25% to 50% more traction than all-season tires. And when it comes to stopping power, all-season tires take 42% longer to stop than winter tires. Sometimes that’s the difference between getting home safely and spending the night in a snow bank.
Now back when the 8-track was king, you just put snow tires on the drive wheels. That worked out OK because the rubber compound was essentially the same. Now, winter tires provide so much more traction than all-season or summer tires, that there’s a huge difference between the traction at the front and rear ends of the car if you only put winter tires on the drive wheels.
For example: if you take a corner on an icy road and the rear end starts to slide out, essentially the rear is trying to pass the front because it’s going faster. If you have high traction winter tires only on the front, they are going to be much more effective at transferring cornering grip and stopping power to the front wheels. This will actually cause the rear end to whip out even more.
That’s why tire manufactures instruct their dealers that they must install winter tires on the rear wheels as well whenever they put winter tires on the front end of any vehicle. It’s a major safety concern. It’s strongly recommended that winter tires be installed on all four wheels on rear wheel drive vehicles as well. The front tires do most of the steering and braking work – it only makes sense that you provide the front end with the best traction you can.
People often assume that if they have four-wheel drive or all-wheel drive they don’t need winter tires on all four wheels. Would you intentionally disconnect the four-wheel drive in poor road conditions? Of course you wouldn’t, but that’s essentially what you do if you only put winter tires on one end. It only makes sense to have the same level of traction and control at all four corners.
The province of Quebec in Canada has issued a law requiring all passenger vehicles, taxis and rental cars with Quebec license plates to install a full set of four winter tires between November 15th and April 1. It’s that important.
Many modern cars have traction control and anti-lock brakes so people may think that they don’t need winter tires. But you need traction to accelerate, steer and stop. The tires provide the traction so that the traction control and anti-lock brakes have something to work with.
Look for tires with the symbol of a mountain with a snowflake in it. This means the tire complies with the severe snow standard. All-season tires will have an M&S, for mud and snow, on the sidewall.
So when the temperatures drop below 45 degrees, be sure you have a set of four winter tires for maximum performance in snow, packed snow, ice, wet and dry roads. Your tire professional can help you find the right winter tire for your vehicle and driving needs.
