Recommended are: Visually inspecting all four tires, Using a tread-depth gauge, which costs less than a tank of gas these days, to check the tread wear, Tire pressure checks, and other checks, and Tire Rotation that may save drivers from having flats, tire blow-outs, or avoidable wear and tear and damage done to the car.
Most of people here in the USA never bother and never understand what's it all about. If they check tire pressure regularly, they are way ahead of the pack LOL. Good find dfunzy
Thanks. Just trying to be helpful.
And I am a person who likes to save work and money. I was told long ago, that a little time and effort spent caring for the tires will save the car a lot of wear and tear, and save the driver a lot of money. Save me from the work of having to keep changing flat tires.
Checking the tires? Easy! Before ANY drive, and in any other chance you get, get a quick glimpse at each of the four tires. It only takes a quick minute, and it can really save a tire's life, if not your own life. Also check the tire pressure each week, two weeks tops, and before any long drive.
Take the car to the tire shop, about the same time you take it to inspection or a periodic fix. Say, each six thousand miles or six months. This should be a good upportunity to get the tires removed from the rims, inspected all-around, inside and out, get the suspension, rims, brakes, under-carriage and alignment inspected, rotated, re-fitted, balanced and perhaps even sprayed with a good tire dressing substance (that reduces the tire's aging) and re-inflated with dry air. You can also check your own tire gauge's accuracy against the shop's dials.
Reading tire damage and wear patterns is an interesting area. Tires can wear in many different patterns, including wear at the center of the tread (due to misalignment or extreme over-inflation), should wear (due to under-inflation or various suspension issues), diagonal wear, feathering, bulding and etcetra. Whenever a tire shows any kind of extreme or none-uniform wear, suspect the suspension has something to do with it. When the tire experiences damage like ruptures, deep scuffs, buldges, deformations, it should be scrapped.
Another kind of wear is internal wear and degrading of the rubber. Modern steel-belted radials will wear internally and degrade long before the tread wears down. A life-spawn of 50 to 80 thousand kilometers or two and a-half to four years of service, will bring most tires to a state where one should replace them.
The symptoms of this process include harder rubber (when pressing unto it with the finger or trying to slash it with a fingernail), loss of the tire's black color, less abrasion and dirt on the hands as the come in contact with the tire, and possible crazing and cracking, especially on the tire's shoulders and inside the grooves.
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