STANDARDS

OTR TIRES DAMAGES EVALUATION 01

STANDARDS
OTR TIRES DAMAGES EVALUATION
Definitions
Tire zones
01
02

Tire internal structure and components 03

Tread 04
- Cut
- Puncture
- Impact
- Cut Separation
- Thermal Separation
- Sawtooth Wear
- Asymmetric Wear
- Normal Wear

Shoulder 07
- Cut
- Impact
- Cut Separation
- Mechanic Separation
- Groove Cracks

Sidewall 08
- Cut
- Impact
- Separation(rubber only)
- Carcass Turn Up Separation
- Circumferential Cut

Lower Zone 10
- Lower Zone Separation
- Turn up Zone Separation
- Break Lower Zone

Bead Zone 12
- Explosion
- Bead Seat Damage
- Inner Liner Delamination

Tire Inner 13
- Inner Liner Disintegration
- Inner Liner Separation
- Inner Liner Cracks
- Inner Liner Circumferential Cracks

Repair Failures 15
- Loosening of cone
- Patch Delamination
- Vulcanized Failure
- Retread loss
- Rubber Separation
- Inner Liner Repair

Other
- Explosions 16
- Blowout
- Fires
 DEFINITIONS

TIRE ZONES

Physical locations of each external and internal part of OTR tires, to establish a standard language and
location for reporting damages and abnormalities on the tire.

SHOULDER ZONE TREAD

INNER LINER

SIDEWALL

LOWER ZONE

BEAD SEAT
02
INTERNAL STRUCTURE AND COMPONENTS(RADIAL TIRES)

In order to properly identify the origin of damage, we must understand the components and zones of the
radial tire.

01 Internal reinforcement
02 Inner Liner
03 Protection Rubber
04 Bead Bundle
05 Lower Zone
06 Turn up
07 Belt Edge

Standards / OTR Damages Evaluation

08 Protection Belts

07 08

01
06
02

05
03

04
03
 ZONE DAMAGES EVALUATION

TREAD

The tire component in contact with the road surface

and the one critical element that links the vehicle to
the road surface.

TREAD CUT

Operational damage on the tread rubber, typically caused by the penetration of rocks to the first
protection belt or on occasion deeper. It is possible to perfrom a preventative repair on this type of
damage, provided that the tire is removed in time and the cut is within the accepted tolerances.

TREAD PUNCTURE

Operational damage on the tread rubber, typically caused by the penetration of rocks through the
protection plies and into the carcass resulting in air loss. It is possible to perfrom a corrective repair on
this type of damage, provided that the tire is removed in time and the cut is within the accepted
tolerances.
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TREAD IMPACT

Operational damage typically

caused when a tire passes over a
large rock inflicting severe internal
damage to the carcass and belts
resulting in a blow out. On occasion,
the internal damage only weakens
the carcass and the blow out could
occur some time after.

Standards / OTR Damages Evaluation

TREAD CUT SEPARATION

Tread cut separation occurs when a

cut has penetrated to the protection
belts, allowing water and air to
travel to the steel and causing the
belts to begin to oxidize (or rust).
This oxidization combined with the
added heat caused by the
(operational) friction of the cut will
cause the tread rubber to begin to
“separate” from the protection
belts at the location of the cut.

TREAD THERMAL SEPARATION

The internal detachment of rubber

from the protection belts resulting
from extreme high temperature in
the working plies causing the rubber
to reach “rubber reversion
temperature” (or melting).
Typically caused by a tire operating
well beyond its (TKPH / TMPH)
design capability.
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 ZONE DAMAGES EVALUATION

SAWTOOTH WEAR

This damage occurs on the tire shoulders, generally on the front axle of truck. Normally, it ocurrs for two main
reasons: operational causes (tight cornering, inverted road camber, substandard road profile, overload, etc)
and mechanical problems (suspension cylinder damage, alignment problems, vehicle camber, etc)

ASYMMETRIC WEAR SUPERIOR VIEW

A
Irregular tread wear on the shoulder of the tire. This wear
typically occurs when the “Camber” of a vehicle is positive or
FRONT
1 2
negative. Camber is the angle of the wheel when viewed from
the front of the vehicle. If the top of the wheel is leaning
outward, away from the center of the vehicle, then the camber
is positive. If it is leaning inward, toward the center of the
vehicle, then the camber is negative. To reduce positive or
B
negative Camber, one must ensure that the suspension cylinder
is correctly calibrated following manufacturer's
recommendations.
A

FRONT
1 2
B

NORMAL WEAR

When the tire shows uniform wear across the

tread face it is considered normal wear.
In accordance with site policies, the tire can be
operated until the first protection belt is exposed.
However, for optimum use the tire should be
removed beforehand if retreading is desired.
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SHOULDER DAMAGES

The shoulder is the part of the tire located between

the tread and the sidewall

SHOULDER CUT

Operational damage tpically generated

from contact with sharp rocks that do
not penetrate through the carcass
resulting in air loss. Cuts penetrating to

Standards / OTR Damages Evaluation

the steel carcass should be repaired with
a reinforced patch as this is a critical zone
in the tire with a high possibility of
separation.

SHOULDER IMPACT

Operational damage typically caused when a tire passes over a large rock inflicting severe internal
damage to the carcass and belts resulting in a blow out. On occasion, the internal damage only weakens
the carcass and the blow out could occur some time after.

MECHANICAL SEPARATION

This damage is a result of the carcass protection plies and rubber pulling or tearing apart (typically at the
belt edge) as a result of extreme laterall overstress of the tire.
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 ZONE DAMAGE EVALUATION

SHOULDER GROOVE CRACKS

Occurs when constant and excessive torque is transmitted through the tread rubber to the road surface.
Typically seen on large loaders in the shoulder / tread zone as a result of working on hard surfaces with
heavy loads and tight turning radius.

SIDEWALL DAMAGES

The tire sidewall is the part located between the

shoulder and lower zone . This zone is exposed to
rock damage when loading, particularly in radial
tires.

SIDEWALL CUTS

The sidewall is the most vulnerable part of the tire because is more exposed to cuts. These cuts are
produced from rocks present on the roadside, curves, spillage, loading and dumping areas.

Do not mistake cuts with cracks. Cuts are the result of a damage event,
but cracks are the result of tire fatigue and stress over time.
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SIDEWALL IMPACT

Operational damage typically caused by the

penetration of a large rock or object (rock
ejector) inflicting severe internal damage to
the sidewall carcass resulting in a blow out.
Sidewall impact failures will typically result in
the tire being deemed as scrap.

Standards / OTR Damages Evaluation

SEPARATION ONLY RUBBER

Small separations between rubber layers in the sidewall resulting from rubber fatigue and stress.
Constant dynamic flexion on the sidewall, overloading and low air pressure (overdeflection) could
accelerate the extent of this damage.

STURN UP SEPARATION

Occurs when the ends of the steel carcass plies (the turn up) separates from the rubber due to over stress,
torque or fatigue. Typically seen on the front positions of loader and wheel dozer applications but can
also be seen on the rear axle over time.
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 ZONE DAMAGE EVALUATION

SIDEWALL CIRCUMFERENTIAL CUT

This damage is often a result of metal components on the equipment (damaged main frame parts, rock
ejectors, bent metal) coming in contact with the tire. Another common occurance is on the front position
of wheeled dozers where rocks become trapped between the blade push arm and the sidewall of the tire.

DAMAGES LOWER ZONE

Tire part located between the turn up area and the bead seat.
The flange would be in contact with an area called the “bead
chafer” within this zone.

CHAFER SEPARATION

This damage is visible as circumferential (jagged) cracks on the top of the bead chafer where the flange
seats. Typically caused by excessive over-deflection of the tire (and/or) the improper sizing and support
of the flange. In extreme cases the cracking could continue all the way into the carcass turn up.
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SEPARATION TURN UP ZONE

Bead BubbleThe separation of rubber layers within the lower zone. This separation causes vapors to
accumulate forming a bubble. Some possible causes can be; excessive flexion of the tire, dynamic
overload, road udulations or low air pressure (over-deflection).
Not to be confused with Turn Up Separation, which is located in the area where the carcass wire ends and
has a higher risk.

Standards / OTR Damages Evaluation

BREAK LOWER ZONE

Some possible causes are: overdeflection due to road undulations, overload or low air pressure,
exceeding the tires (TKPH / TMPH) capabilities, poor installation (mismount) due to lack of cleaning,
lubrication and the failure to properly inflate and seat the beads fully onto the wheel or rim during the
mounting process.

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 ZONE DAMAGE EVALUATION

BEAD SEAT ZONE

Tire part located between lower zone and

the protection rubber of the inner chamber.
Critical zone of the tire that is in contact with
the flange and wheel / rim.

EXPLOSION BEAD SEAT

This damage is produced by the rupture of the internal structure of the carcass. The possible causes are:
poor installation (mismount) wheel or rim components damaged(bent, sharp or oxidized), bad brakes,
high temperature on the lower zone of bead.

DAMAGED BEAD SEAT

This damage causes bead deformation, stress and premature failure of the tire in the bead seat area. The
main cause is a poor installation (mismount) due to lack of cleaning, lubrication and the failure to properly
inflate and seat the beads fully onto the wheel or rim during the mounting process.

CORRECT

INCORRECT
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INNER LINER DELAMINATION

The separation of the inner liner from the carcass and protection rubber. The main reason this occurs, is
because the inner liner has different rubber “hardness” than the others, making it very difficult to bond by
vulcanization. A typical cause of this damage is excessive heat build-up resulting from operating the tire
in excess of its (TKPH / TMPH) capabilities for prolonged periods.

Standards / OTR Damages Evaluation

DAMAGES INTERNAL TIRE

INNER LINER DISINTEGRATION

The deterioration of inner liner. The main causes are:

operating with low pressure, high heat generation
inside of tire, causing the extreme degradation of
inner liner with a small rubber chunks

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 ZONE DAMAGE EVALUATION

INNER LINER SEPARATION

This damage is a result of the extreme loss of adhesion of inner liner.. The main causes could be:
manufacture defects, extreme heat build up, or operational damage (hitting a very large rock) causing an
extreme deformation of the carcass..

CRACKS INNER LINER

This damage is caused by overstressing the

carcass and / or general carcass fatigue.. Also it
can be that the belts aren't working together and
some belts extend (or compress) more than
another causing a transversal force superior to
the inner liner resistance. Another cause could be
differences of thickness on the inner liner.

INNER LINER CIRCUMFERENTIAL CRACKS

This damage is typically a result of carcass fatigue.

With with the presence of circumferential cracks
on the flexion zone of tire between the carcass
and inner liner. There mat be the presence of inner
liner degradation and in some cases structural
degradation on the sidewall.
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REPAIR FAILURES

LOOSENING OF THE CONE

Normally, this failure is caused when the repair

procedures aren't followed (cleaning, textures, cone
shape, exposed wires, vulcanization out range, cement
application,products expired, inadequate products,
debris contamination or humidity etc..

PATCH DELAMINATION

This problems occurs when the repair is not installed in

Standards / OTR Damages Evaluation

accordance to established tolerances and procedures.
Another reason could be excessive over deflection or
heat build up in the tire, poor patch selection and
mistakes in the vulcanization process.

VULCANIZATION FAILURE

Typically due to the poor execution of the vulcanization

process, particularly in respect to the curing time
causing an elastic rubber without cut resistance. This
creates a high probabiity of rrepair delamination.

RETREAD LOSS

This failure is caused due to the poor adhesion of rubber

between the tread and original carcass of the tire.
Some possible causes are: carcass in poor condition,
lack of rubber on the protection belts to adhere to,,
damage on the protection belts with poor repairs,
vulcanization out range (time), inadequate retread for
application on site, excessive torque or speed in
application.
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 ZONE DAMAGE EVALUATION

RUBBER SEPARATION

This damage is caused from the poor application of

rubber that forms part of the retread bands, allowing
the existence of trapped air bubbles. When the tire is
operating, the internal temperature increases causing
the air bubbles to expand and create localized
separations which will cause bigger separations on the
retread

INNER LINER REPAIR

Slight damage on the inner liner inside of the tire. Some

causes could be during the manufacture process:
forgotten object inside of tire, inadequate handling,
adhesion defects when the tire is removed from the
curing press.

OTHERS

EXPLOSIONS

When a tire is exposed to a high heat source or

electricity, the phenomonem of pyrolysis (rubber
decomposition due to heat) could occur. Pyrolysis
generates explosive gases inside of tire that will
continue to build until the explosion of tire. The
pyrolysis could occur at different rates and the
explosion hazard could linger for many hours after the
initial exposure to the source. There are cases where the
tire has exploded after 24 hours of the first contact.
Tires fires or explosions due to pyrolysis can generate HOT TIRE
serious injuries or the death. Nitrogen with
concentrations over 95% purity eliminate the risk of
explosion.

EXPLOSION
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BLOWOUTS TIRE BURST

When a tire burst occurs, it causes a rapid or instant release of energycaused by the penetration of a
foreign object or by damages incurred which weaken the structure of the tire. Normally, the energy
released is equal to the pressure of tire.

Standards / OTR Damages Evaluation

FIRES

Although uncommon, it is possible that a fire can occur in or on the tire. The main causes are: (1) Friction
between belts due to separation between rubber and steel causing heat (2) Oil or gas spill on the tire, oil
on the electric system, electric short circuits .

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