Mixed-service tires resistant to the cut and chipping engineered for construction sites, quarries and operations demanding on-highway/off-highway.
The commercial trucks operating in construction sites, quarries, mining operations and access roads in the energy sector face a tire environment that would destroy a standard highway tire in weeks. Unpaved surfaces at these work sites are covered with rock crushed, broken concrete, rebar ends, timber with nails and sharp aggregate that tears the rubber from the tread with every revolution. Standard highway compounds are too fragile for these conditions — they crack and lose chunks of tread rubber, a failure mode known as cut-and-chip damage that can cut highway tire life in 50% or more in all-terrain service.
The truck tires all-terrain and construction address this challenge through three changes fundamentalis of engineering versus highway tires. First, the compound of the tread uses a formulation of rubber different with greater content of rubber natural and agents reforzbefore specializestwo that allow to the rubber flexionarse around of objetos sharp instead of fracturarse to the impact. This resistant compound to the cut and chipping absorbs the energy of the contact with rocks sharp without lose chunks of material of band. Second, the tread pattern features areas of empty more wide between the tread blocks that allow that the mud, the gravel and the debris eliminen of the area of contact with every revolution, maintaining the drive in surfaces soft where a tread of highway obstructed would spin in empty. Third, the construction of the casing includes plies protectoras additional and reinforced sidewalls that protegen against the punctures and impact damage inpreventsbles in environments all-terrain.
The challenge for the gestoris of fleets is that the capacity all-terrain comes with compensaciones. The itself tread pattern aggressive that despejthe mud also creates more noise and rolling resistance on highway surfaces. The deeper tread that provides extended service life on roads uneven generate more heat at highway speeds sustained. The resistant compound to the cut that withstands a rocks sharp desgasta faster in pavement liso that a formulation optimized for highway. By this, tire selection for operations all-terrain requires understanding the work cycle specific — the percentage of kms in surfaces paved vs unpaved, the severity of the conditions all-terrain and the requirements of speed in stretches of highway — for against the tire that amonggue the better performance total throughout all the route, no only on the portion of the site of work.
Drive open-shoulder tires, mixed service and all position with compounds resistant to the cut and chipping built for sobrelive construction sites, quarries and terrain uneven while keep performance acceptsble on-highway.
Drive tire of open shoulder with anti-stone protection and crack and tear resistant compound. Wide tread pattern with four decoupling grooves for drive in loose and uneven surfaces. Excellent for mixed operations of highway/worksite.
Drive mixed-service tire built with purpose with advanced compound resistant to the cut and chipping. The features of defensto anti-rock prevent stone drilling. Engineered for the most demanding on-highway/off-highway duty cycles in construction and transport of aggregates.
Tire all position with rolling tread extra deep of 15.5mm and sidewall protections for applications of construction and all-terrain. Casing retreadable with excellent performance in dry and wet in steer, drive and trailer positions.
The engineering of tires all-terrain and construction enfoca in three areas than highway tires apenas consideran: durability of the compound vs objetos sharp, capacity of self-cleaning of the tread pattern and protection of the casing vs impacts and penetration.
The compound of the tread is the first line of defense against the damage all-terrain. The compounds resistant to the cut and chipping are used greater proportions of rubber natural, that has inherentely better resistance to desgarro that the rubber synthetic. These compounds also incorporan landfills specializestwo of negro of humo and silica that refuerzan the matrix of rubber a level molecular, allowing that the tread absorba impacts of rocks sharp without fracturarse. The HS84 uses to advanced compound of cut and chipping that offers a service life of tread measurable greater in surfaces with aggregate compared with standard highway compounds. This technology allows the tread flexione around of objetos sharp instead of fracturarse, preventing the loss of chunks that destroys highway tires in all-terrain service.
The stone drilling is one of the ways more insidious of damage a tires in operations of construction and quarries. The stones alojan in the ruts of the tread and are impacted more deeply with every revolution up to penetrate the rubber from the tread and entrar in contact with the package of steel belts. A time that the humage alcanzthe belts through the canal punctured by the stone, begins the corrosion, causedo eventually the separation of the belt and catastrophic failure. The HS84 features sipes of expulsion of stones — small crthese in the base of the ruts of the tread that preventsn that the stones asienten the sufficiently deep for iniciar the drilling. These features empujan actively the stones outside of the ruts while the tread flexiona during the breakage, maintaining the ruts cleans and protecting the belt package.
The tires all-terrain face hazards in the sidewalls than highway tires never encuentran: rocks lifted by other vehicles, debris throughout edges of roads unpaved, tocones and chunks of concrete in construction sites, and the flex constant about uneven surfaces. The all-position tire HS76 includes sidewall protections integrated that adds thickness of material and impact resistance in the area vulnerable between the edge of the tread and the bead. This capto additional absorbs impacts that would cut a sidewall standard, preserving the integrity of the casing and extending service life. Maintain the proper inflation pressure is equally critical, since a sidewall under-inflation flexiona more and is more vulnerable a punctures.
Different industries all-terrain face distinct tire challenges. The correct tire depends on the specific hazards, the loads and the proportion highway/worksite of its operation.
The construction sites overall appear a mix of peligros: aggregate loose in access roads, debris with rebar and nails in areas of prepair, and terrain uneven in sites of excavation. The trucks operate at low speeds in the site but should keep capacity of highway for trips between projects. The HS84 is the recommendation major of drive tire for construction overall because their compound of cut and chipping handles the environment mixed of debris while the features of expulsion of stones protegen against the gravel common in access roads of construction. For operations that spend more time in roads paved between work sites, the HS68 provides good drive in loose surfaces with better fuel efficiency on-highway.
The operations in quarries are the most demanding environment for commercial truck tires. The surfaces are covered with rock recently crushed that has edges sharp as navaja, the slopes are steep and the loads are at maximum weight legal or above. The tires in service of quarry face exposure constant to the cut and chipping by the sharp aggregate, stone drilling lodged in the ruts, and generation excessive of heat by the heavy loads in steep slopes. The HS84 with your compound of cut and chipping of maximum grade is the recommendation stronger for drive positions in quarries. Check and remove the stones lodged daily, and keep strict inflation discipline — the heavy loads and steep slopes in quarry operations generate heat huge in tires under-inflateds.
The trucks in the energy sector — vehicles of services petroleum, support a construction of pipelines, logistics of parques wind-powered — travel longs distances in paved highways to reach a work sites remotos connecteds by access roads mal maintained. The proportion of highway to all-terrain is typically greater that in operations of construction or quarry, which makes that the fuel efficiency in stretches of highway is most important. The HS68 is proper for operations in the energy sector because their design of open shoulder handles access roads unpaved while its tread compound offers diesthe economy acceptsble during the longs stretches of highway. The protection anti-rock is particularly valuable in surfaces of rock crushed used for access roads a rights-of-way of pipelines.
The roads logging appear hazards unique that differ of the environments of construction or quarry: surfaces soft and muddy that require aggressive tread self-cleaning; tocones and roots that amenazan the sidewalls; and steep slopes that demand maximum drive. The combination of heavy loads (the trucks logging loaded are among the vehicles legal heavier in the via) with bad surface conditions means that the operations logging need tires with patterns of aggressive drive tractions and resistance structural. The all-position tire HS76 offers versatility for operations that need a model of tire in multiple positions of axle, with the sidewall protections and tread deep that the actilifed maderera requires. For positions dedicateds of drive in trucks logging, the HS84 provides maximum drive and resistance to cut.
On paved highways, the voids of the tread (the grooves and channels between tread blocks) work mainly as channels water to prevent hydroplaning. The size and the depth of these voids minimize on-highway tires to reduces rolling resistance and noise. Off-highway, the voids serve a purpose completely different: must accept, temporarily retain, and then expthe mud, clay, sand, gravel, and debris that the tire picks up with every revolution.
A tire with voids little deeper or tread blocks tightly grouped will pack with mud in minutes in a work site of surface blanda, making the carone of the tread in a drum liso without drive. A time that the voids are packed, the tire girto about the surface instead of agarrarla, and the truck quedto stuck — a retraso expensive in any site of work. The tread designs self-cleaning are used areas of empty more wide with angles of incline specifics that allow that the material packed is expelled to the entrar the block of tread to the area of contact and deformse under load. The blocks have way tal that the compressure during the contact with the ground fuerzthe mud and the debris toward outside from the centers of the ruts, and the expansion to the exit the block of the area of contact abre the voids again for accept material new.
The design of open shoulder of the HS68 and the geometry aggressive of voids of the HS84 both incorporan principles self-cleanings. The four decoupling grooves of the HS68 act as channels primarios of expulsion that evacuate material from the center of the tread toward outside. The ruts wider and deeper of the HS84 with features of expulsion of stones provide both capacity self-cleaning in surfaces soft as protection vs stone drilling in surfaces of aggregate hard. For operations that encuentran both mud as rock (common in construction overall), the design of voids of dual purpose of the HS84 addresses both challenges simultaneously.
The tires in all-terrain service and construction face more opportunities of damage per km that any other application. A program disciplined of maintenance no prevents the entire damage — some loss of tires is a cost inpreventsble of operate in environments hostiles — but reduce dramatically the rate of failures prevenibles and extends service life average of tires in all the fleet.
The tires all-terrain should inspectionarse daily, no weekly. Before of each run, the driver or technical of tires should caminar around of the vehicle and check visually each tire in search of embedded objects (stones, metal, timber), cuts or bulges in the sidewall, loss of chunks of tread and any signo of loss of air. After of each run or each trip to a work site, a depending onda inspection detecta damage occurred during the period of work. Focus in the ruts of the tread — aredee with a tool for tires for remove any stone housed in the ruts, particularly in the sipes centrales where inicia stone drilling. Detect a nail or stone embedded early, before they abra paso to the belt package, is the difference between a repair simple with plug and a casing discarded.
The operations all-terrain impose stress unique in the management of the inflation. The heavy loads transportsdas on uneven surfaces demand inflation pressure maximum to support the load and prevent the flex of the sidewall. To the same tiempo, uneven surfaces generate more heat that the pavement liso, and the frequent starts and stops in work sites add thermal cycles that fluctuate the pressure. Check the pressures before the first trip each day. If the trucks operate in extreme heat (construction of summer in the states of the sur), the pressureis of the late can itsbir 10-15 PSI above the pressure in cold, which is standardl and no should liberarse. Liberar tires hots resulta in itsbinflation a time that coolsn. Keep the inflation pressure in cold especifieach in the load/inflation tables for your model of tire and the loads realis of the axle.
The tires all-terrain suffer more damage repairable than highway tires, making the repair procedures a significant factor in the total cost of the tire. Small punctures in the tread area (holes of nails, small penetrations of stones) can be repaired with a plug-patch combination if the damage has not reached the steel belts. Sidewall damage is never repairable — any cut or puncture exposing the cords of the casing in the sidewall area requires immediate removal of the tire and its discard. Cuts in the tread that remove large chunks of rubber but do not penetrate to the belt package can continue in service, but the tire should be moved to a less critical position (trailer instead of drive) and be monitored closely. Keep detailed records repair for each tire; a casing with too many repairs may not be suitable for retreading even if tread depth is adequate.
The service all-terrain is more hard in the casings that the service of highway, but tires all-terrain well-maintained still can producing retreadable casings. The key is keep the proper inflation (that prevents the damage by internal heat that matthe casings), avoid the damage by impact in the sidewalls, and remove tires at the correct tread tread depth before the casing is exsinceto a heat and wear excessives. The retread program Hanksugi uses tests non-destructive to evaluate casings of service all-terrain, and the inspectors experienced can identify the patterns of damage internal specifics of the use all-terrain. The casings that spend the inspection can be retreaded with tread patterns mixed service adsuitabletwo the application of depending onda life prevista.
Encuamong the tire Hanksugi proper for your specific operation.
High-performance tires resistance for dump trucks, concrete mixers, vehicles of waste collection and applications vocational with extreme loads and tight turns.
Highway low rolling resistance tires for operations interstate. Steer tires, drive and trailer verified SmartWay for maximum fuel efficiency.
Drive open-shoulder tires and steer tires resistant to the scrubbing for LTL, collection and deliveries, and urban distribution routes.
Line complete of drive tires: models of closed shoulder, open shoulder and mixed service for each application of drive axle.
Questions common about truck tires all-terrain, tires for construction and selection of mixed-service tires.
A truck mixed-service tire is engineered to vehicles that operate between its time between paved highways and work sites unpaved. Unlike highway tires that prioritize the fuel efficiency, the mixed-service tires are used compounds resistant to the cut and chipping that handle rocks sharp, gravel and debris. Feature deeper tread with voids wider for self-cleaning in mud, features of expulsion of stones to prevent stone drilling in the belt package, and reinforced sidewalls for resist punctures and impact damage of hazards all-terrain.
The cut-and-chip damage occurs when objetos sharp in the surface of the via tear pedazos of rubber from the rolling tread. The rock crushed, the broken concrete, the debris of steel and the sharp aggregate in construction sites are the leading culpables. The compounds standard of highway tires they crack and lose chunks of tread rubber. The compounds mixed service as the of the Hanksugi HS84 are used greater content of rubber natural that allows the tread flexione around of objetos sharp instead of fracturarse, extending significantly service life of the tread in environments all-terrain.
Yes, tires all-terrain mixed service are engineered for dual-use scenarios. Should travelsr highways public to reach the work sites. However, have greater rolling resistance than highway tires, which increatessis the fuel consumption in roads paved. The tradeoff vale the pena when more of the 20% of the kms involucran unpaved surfaces or uneven. If less than the 20% is off-highway, a tire regional as the HS68 can offer better total cost due to the lower rolling resistance on-highway.
The stone drilling occurs when small stones embed themselves in the ruts of the tread and are pushed more deeply with every revolution up to penetrate throughout the tread toward the steel belts. This creates a via for the humage that causes corrosion and separation of the belt — a structural failure grave that can cause reventnes. The features of expulsion of stones in mixed-service tires preventsn that the stones asienten the sufficiently deep for reach the belts. The inspection regular and removal of stones lodged also is a maintenance preventive important.
Service tire lives all-terrain varies more than any other application. A mixed-service tire in gravel roads well-maintained can offer between 130,000 and 190.000 km. The itself tire in a rock quarry with sharp aggregate could last between 60.000 and 100.000 km. The factors key include the sharpness of the aggregate of surface, the steep of the slopes, the often of turns and the proportion of highway kms a off-highway. Proper inflation management and the removal regular of stones have a greater impact on service life in all-terrain service than in any other application.
The features of sidewall protections include rubber of sidewall more gruthat, sipes of sidewall that desvian impacts of rocks, profiles more widths between beads that reduce the area exputhis of the sidewall, and reinforced bead construction for uneven surfaces. The Hanksugi HS76 includes sidewall protections integrated for use in construction and mixed service. Maintain the proper inflation pressure is equally important — a tire under-inflated has a sidewall more flexible that is more vulnerable a punctures and impact damage.