Rubber Good Fellas from left to right: Dennis Goslin (National Sales Manager Commercial and Original Equipment), Jürgen Spielmann (Director Tyre Technology of Goodyear's EEMEA region) and Chris Tye (Product Manager Truck)

FW: What effects are cheap imports having on the local truck tyre market?

LH: We are challenged with a "price war", especially in the budget brand sector of the market.

FW: Is the truck transport industry becoming more ‘tyre smart’, effectively lowering the overall cost of their ‘rolling rubber’?

LH: Generally, the truck transport industry is more focused on initial tyre cost, rather than quality and service. Their focus is more on buying better, rather than best maintenance practice. Initially, the effect may be to lower the overall cost of their ‘rolling rubber’, however, there are other cost improvement benefits that these budget brands may not offer. For example: performance, retreadability and rolling resistance/fuel saving benefits.

FW: What are your views on outsourced tyre management? Should tyres be managed in-house to keep tighter control on rubber costs?

LH: Effective tyre management is a critical part of control of costs for the end-user. There are specialists in this field that are capable of significant improvement to the cost of operation regarding tyres.

FW: What trends are characterizing the truck tyre purchasing process right now?

LH: Initial cost vs. benefits is a mindset we need to change. There are many factors, which contribute to the full operating cost of the tyre, and these can be demonstrated to assist the end user in reducing these costs. Some examples are correct choice of tyre/design for the operation, correct inflation and maintenance, and correct choice of improving the lifespan of the tyre (retreading or regrooving). Our vehicle manufacturers (OEMs) are extremely serious about manufacturing vehicles which reduce emissions and fuel consumption, improve engine efficiency and reduce energy losses. The tyre manufacturer can support this by providing a tyre which has improved rolling resistance / improved fuel saving benefits. Please remember: "… because not all tyres are the same", we have proven this, here in South Africa and welcome discussions with any operator on how we may assist to demonstrate these benefits between brands and within the brand itself.

FW: What are your general observations with regards to the practice of retreading tyres?

LH: In order to exploit the full economic potential of a tyre, it is important that retreading be seriously considered. In order to maximise this opportunity, correct tyre selection, care and maintenance are necessary, as discussed below. During the tyres original tread life it is extremely critical that the tyres are fitted correctly on to clean, well maintained rims and that they are correctly inflated to carry the load. Maintenance of this inflation is essential. Regrooving of the remaining undertread is a way of extending the original tread life. Most manufacturers have a specified undertread gauge, which will allow for this regrooving and there are product bulletins available from Goodyear showing the specifications to which their tyres may be regrooved. One must be careful, however, that due to our operating conditions in South Africa, that the tyre does not suffer from damage due to removing it too late in its original life to obtain the benefits of the regrooving.

Having your tyre retreaded in the correct design, operating in the specified position for that design, will provide the extra usage from your tyre.

FW: Are their any new developments in truck tyre design?

LH: Innovation – continuously striving to ensure that we have a product available for each specific application and pushing the design envelope for fuel efficiency and lowered rolling resistance, lightweight tyres, low aspect ratio tyres, better mileage and improved safety tyres and durable carcasses with a higher retread potential. The latest generation of Goodyear Truck Tyres has significant improvements in rolling resistance. Improved rolling resistance improves the fuel efficiency of vehicles. Tests run in South Africa have proven that this saving can be measured and in some cases is significant in reducing your overall operating CPK. Another significant improvement is the use of higher tensile steel wires within the carcass and belt construction. Improvements in uniformity and carcass durability are the obvious benefits. New compounds and reinforcement materials are continuously being developed and utilized.

FW: How well are super-singles doing?

LH: Super-singles are being adopted in increasing numbers and the improved rolling-resistance of supersingles vs dual fitments is an exciting "untapped" benefit the end user will soon appreciate.

FW: Is the Waste Tyre Recycling Act playing a role in the lifespan of a tyre yet?

LH: No, not yet. No legislation has been passed in this regard as far as we are aware.

FW: Is the truck tyre industry suffering a skills shortage? Are any initiatives underway to attract new entrants into the industry?

LH: Goodyear Field Specialists undergo constant training to ensure they are equipped to service the end-user professionally and assist in managing tyre operating costs. Through our Wingfoot Training Academy this training is available to customers loyal to our brand.

FW: What tips do you have for operators and drivers on how to maximise tyre life?

LH: We have a full programme on driver awareness training available with professional instructors to conduct the training. Contact our local Goodyear office for more information.

Improved rolling resistance improves the fuel efficiency of vehicles. Tests run in South Africa have proven that this saving can be measured and in some cases is significant in reducing your overall operating CPK.

Goodyear’s dynamic ‘footprint’ testing machine simulates adverse road conditions to determine levels of traction, uniformity of wear and pressure dispersion in tyre products under development.   Reducing tyre vibration reduces noise pollution. Goodyear has a massive tyre acoustics testing studio/lab in Luxembourg to push the tyre noise reduction envelope.

Goodyear’s tyre prototypes are tested for durability, heated to 38°C, rotated at 320kph and left like this for a week. Some test tyres make the grade, others don’t. We get the ones that do.   On-road testing happens at Goodyear’s Luxembourg circuit as well as around the world, including South Africa, where new tyres are tested by both Goodyear trucks and working fleets.