Tire Stores Bismarck ND

This page provides relevant content and local businesses that can help with your search for information on Tire Stores. You will find informative articles about Tire Stores, including "Where will all the steer tires go?", "Fuel economy: Tires", and "All about tires". Below you will also find local businesses that may provide the products or services you are looking for. Please scroll down to find the local resources in Bismarck, ND that can help answer your questions about Tire Stores.

(701) 223-1722
503 N 4th Street
Bismarck, ND
Government Sales Deliveries,Participates In Goodyear National Promotions,Offers Goodyear Credit Card,Services National Account Customers

Midwest Tire & Muffler, Inc.
1401 E Main Street
Bismarck, SD
Monday-Friday: 8:00 am - 5:00 pm Saturday: 8:00 am - 12:00 pm Sunday: Closed

Sears Auto Center
(701) 221-4995
2700 State St Gateway Mall
Bismarck, ND
Monday - Friday: 9:00AM-9:00PM, Saturday: 9:00AM-9:00PM, Sunday: 12:00PM-6:00PM,

OK Tire
2129 East Main
Bismarck, ND
Arrowhead Tesoro
(701) 223-9489
220 E Boulevard Avenue
Bismarck, ND
Brake Repair,Retail Tire,Gas Stations

Sears Roebuck & Co.
(701) 221-4995
2700 State Street
Bismarck, ND
O K Tire Store
(701) 223-7137
2129 E Main Ave
Bismarck, ND
Car Washes, Car Detailing, Tire Shops

OK Tire Store, Inc.
2129 E Main
Bismarck, ND
Monday-Friday: 7:30 am - 5:30 pm Saturday: 7:30 am - 2:00 pm Sunday: Closed

Sears Store #6872
(701) 221-4990
2700 State St
Bismarck, ND
Ok Tire Commerical Ctr
(701) 255-0822
3935 E Divide Ave
Bismarck, ND
Car Washes, Car Detailing, Tire Shops

All about tires

I recently asked a driver how often he crawled under his rig to check the air pressureon the inside duals. He laughed and said, “You mean how many times a month or ayear.”

Lest you think I am driverbashing, I bet if we asked maintenance technicians the same question, theiranswers might not be much different. Let’s face it: No one wants to crawl undera tractor-trailer, even on a nice day, to check inside duals.

But tires account for amajor portion of a fleet’s operating expenditures. They are expensive to beginwith, and inadequate maintenance procedures can cause premature failure thatmay lead to unbudgeted road calls and also may eliminate the casing as a viablecandidate for retreading, adding to overall cost. In addition, tires that areover- or under-inflated are known to deliver poor fuel economy.

Because tire costs andmaintenance are a concern for fleets, Fleet Equipment has devoted this issue totires. In his feature, Adequate Pressure, Tom Gelinas, editorial director,takes a look at tire pressure monitoring systems. In our “Spec’ing for…”feature, written by Senior Contributing Editor Seth Skydel, the emphasis is onspecifying tires for fuel economy. Our “Equipment Technology” feature is allabout tread and retread designs and application/position-specific tires. Inthis article, major tire makers and retreaders talk about new technology andthe specifying choices fleets have today that may help lower overall operationcosts.

Tires come in second only tofuel as an equipment operating expense for commercial fleets. But, unlike fuelcosts, fleets can do something about the tire expense portion of theirbusiness. It’s all about specifying the right tires and maintaining themproperly, which includes keeping the tire air pressure on all wheels at themanufacturer’s recommended levels.

According to tire suppliers,an inflation mismatch greater than just 5 psi means that th...

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Fuel economy: Tires

As record-high fuel prices continue to impact the bottom lines of all types of trucking operations, fleet managers are taking a much closer look at all of the factors that contribute to fuel efficiency. One significant part of the mpg equation is tires, and, as a sizable aspect of any fleet’s costs, maximizing the value of tires is a matter of understanding and weighing a number of factors.

Information supplied by the Goodyear Tire and Rubber Co. outlines some of the factors and trade-offs associated with tires and their affect on fuel economy:

• Tread depth – Deeper tread extends miles to removal but also increases rolling resistance, which burns more fuel.

• Tire profile – Low-profile tire sizes are lighter than standard aspect ratio sizes and can enhance fuel efficiency, but rear axle ratio and transmission gearing should be changed if tire rpm increases by more than 3 percent.

• Tread type – Rib-type tires are the most fuel efficient but don’t have the traction of a lug tread. Fleets can generally specify rib designs on drive tires if they are running a lot of highway miles in warmer climates, but if trucks regularly encounter slippery surfaces, a tread design specifically developed for drive axle applications is required.

• Chip and chunk resistance – In applications with a lot of off-road operation, tread compounds are needed to help resist chipping and chunking and extend tire life. However, these compounds may not be the most fuel efficient.

• Retreads – When retreading, fleets can choose to spec a more fuel-efficient tread.

In its “Guide to Large Truck Fuel Economy for a New Millennium” Bridgestone/Firestone North American Tire (BFNAT) addresses the subject of fuel economy and tires, beginning with some questions fleets often ask. For example, the guide notes, how do tires fit into the overall fuel economy picture? In addition, how can fleets select the best tire for their operations?

The answers can be complicated, BFNAT says, because fuel efficiency can involve performance tradeoffs. Making a tire fuel efficient, for example, sometimes compromises wet traction, shortens tread life, increases susceptibility to irregular wear or reduces casing durability.

One of the most often-asked questions by fleets, the manufacturer adds, refers to why results reported in fuel economy tests are so difficult to duplicate in the real world.

“The reason is simply that there are many factors that influence the fuel consumption of a large truck, and most of them interact with each other,” the guide says. “When you run tests, you carefully control as many variables as possible. In the real world, you don’t have the luxury of controlling everything. One day, you may be hauling a full load of steel, and the next, a partial load of potato chips. Weather, roads and terrain also change constantly....

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Where will all the steer tires go?

Having the ability to interchange used and retreaded tires of the same size on different axles is a luxury most tire managers have enjoyed for decades. Although new tires are almost always selected to be axle-specific, the differences relate to tread pattern design and tread depth. Long wear and resistance to irregular wear are properties emphasized on steer tires. Long wear coupled with traction and torque-transfer characterize drive tires. Fuel economy coupled with maximum resistance to irregular wear are design goals for free-rolling trailer and dolly-axle tires. Since these axle specific differences are generally tread related, most tire manufacturers use a high quality, often standardized casing among the three designs to allow retreading for either drive or free-rolling service in the tire’s second and third tread lives. A change to new generation wide single tires for drive and trail axles in linehaul service will modify these practices, begging the question of what to do with worn out steer tires and how the options will affect tire program costs.

When should new steer tires be removed from service? Many fleets favor early removal (about 9/32nds -12/32nds tread depth) and rotation to free-rolling axles where half-worn steer take-offs will normally deliver many thousands of trouble-free miles. Since the market value of a half-worn virgin casing and one worn to 4/32nds isn’t much different, fleets should review take-off practices to consider extending wear to shallower (still very safe) tread depths. Talking with tire suppliers and manufacturer’s field engineers can help you arrive at revised removal guidelines.

How to expand the use of retreads? There have been many industry changes, including consolidation and increased ownership of retreaders by new tire manufacturers. Primary benefits include significant materials and processing technology and a much reduced time for new tire advances to find their way to retreads. Perfor-mance properties such as fuel efficiency, treadwear, durability and uniformity separate newer generation retreads from older ones. While federal regulations restrict the use of retreads on passenger transport vehicles (e.g., school busses), many freight-carrying trucks could use retreads successfully on steer axles, provided the retreads chosen are properly selected and matched to the service and are of consistent high quality. The Technology and Maintenance Council RP221, guidance from new tire suppliers and communicating with similar fleets in your area can be helpful in choosing retread suppliers wisely. Many tire engineers agree that expanded use of new generation retreads will be a reality in the near future.

Also consider sale of steer tire take-offs to other fleets, especially those with service conditions that don’t favor wide singles. Well maintained virgin steer tires should command a market price above the average casing value. Showcasing ...

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