Quote:
Originally Posted by FastEagle
You didn't answer the question, Is there a different incident for "interply shear", depending on construction?
Do we have to delve so deep into tire construction to prevent damages? Can we not just follow the vehicle manufacturers tire maintenance recommendations and avoid the common types of tire failures? If a trailer is within its GVWR and GAWR ratings and the tires are properly inflated do we still have to worry about other more sophisticated forces?
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As an engineer I am very hesitant to make a flat absolute statement of yes or no to your question as there are too many other variables. Best I can do is to say something is more or less likely.
Unless you make a number of changes to the belt package i.e. increased rubber gauge or with the addition of cap ply(s) or maybe 3 belts rather than 2, I do not see how body changes can make a significant and meaningful change to belt Interply shear.
"Prevent" is very difficult while lower the probability of catastrophic failure is a reasonable goal.
Increasing the load capacity of your tires would lower the potential of failure but that might mean you have to change size, construction or increase inflation from what the RV company provided and I know you do not want to do any of those things.
There is no Magic that can make a given tire more durable but there are things engineering can do that can result in improvements.
Taking steps to ensure you are not overloading the tires (knowing actual loads on tires) is a step in the right direction. RV Mfg do not mention balancing load side to side which would lower potential of failure as the tire on the heavy end of the axle is probably not going to run as long as the lighter loaded end.
You want the RV Mfg tire to be the best possible and it just isn't likely. You want Mfg load and inflation numbers to be the best possible but also not likely.
IMO ST tires are 1960 technology designed for 1960 highways and usage, even with the new introduction of speed rating. Modenn LT tires with Service Description are much more likely to deliver longer life as long as the actual load is kept to 85% of the tire capacity. The 85% helps address the observable loading above static measurement due to cornering, wind and road crown.
You do not have to worry about "sophisticated forces" if you go with reasonable loading which comes from using 21st century tire engineering and regulatory requirements which are found in current LT tires.
Those that want to use ST tires are assuming that the laws of physics change because of the letters on a tire sidewall.
At it's most basic level tire engineers know Load capacity is simply a function of air pressure x air volume and durability can be improved when the capacity is greater than the actual loading at any given speed.
IMO improvements to current regulatory requirements for trailer application have been hindered with the industry desire to keep initial cost lower with the attendant loss of long term tire life.
Owners would not have to worry about "sophisticated forces" if the RV company did some actual engineering analysis and design work as is done by auto companies, but since that just isn't going to happen in the RV industry then it is up to the owner.
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