6 tyre rotation

RHS58 feedback is one of the key reasons not to cross over on rotation. What we do when we put the spares, ex fronts back on to the rears is choose to keep them on the same side or swap them on the axle, same applies to all tyres. To date no problems but it really does depend on tread pattern, tyre compound and a whole lot of variables. The variables I hate so we will with the D4 keep each tyre to the same axle for each full rotation and subsequent pass across the axles.

One other thing to consider and which drives our decisions is which TPMS we are using. Right now we are evaluating one from the mining industry which has external sensors. First time we have chosen this option but with a mining industry background I am confident we may not kill them. The reason for this choice is that unlike all other external sensors we have tested or had clients bring to us is that we can re-program the sensor to a different wheel, not seen that with any others on the market. By this I mean all others we have seen are tyre specific so if a RHF fails and you are not carrying another RHF sensor no information.

As well with Gordon's rims we have used short stem metal valves for these sensors as they do flex and rub the paint off. Whilst that is the lowest of my priorities off road I still want them looking their best

Regards

Rob

I have always crossed them over,no trouble at all,on many different vehicles.

Obviously these are not directional tyres,unless of course you want to take them off the rims and move them around.

In fact if we don't cross them over on our work vans,and just go front to rear,the left will chew out prematurely.It is the front left that gets the most wear.

Quote:

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Originally Posted by RobA

RHS58 feedback is one of the key reasons not to cross over on rotation. What we do when we put the spares, ex fronts back on to the rears is choose to keep them on the same side or swap them on the axle, same applies to all tyres. To date no problems but it really does depend on tread pattern, tyre compound and a whole lot of variables. The variables I hate so we will with the D4 keep each tyre to the same axle for each full rotation and subsequent pass across the axles.

One other thing to consider and which drives our decisions is which TPMS we are using. Right now we are evaluating one from the mining industry which has external sensors. First time we have chosen this option but with a mining industry background I am confident we may not kill them. The reason for this choice is that unlike all other external sensors we have tested or had clients bring to us is that we can re-program the sensor to a different wheel, not seen that with any others on the market. By this I mean all others we have seen are tyre specific so if a RHF fails and you are not carrying another RHF sensor no information.

As well with Gordon's rims we have used short stem metal valves for these sensors as they do flex and rub the paint off. Whilst that is the lowest of my priorities off road I still want them looking their best

Regards

Rob

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Rob and Ron

Many thanks for the explanations. It sounds like a good way to go.

So if I Understand correctly this is what you are saying

Initial set up

T1. T2
T3. T4

S1. S2


After first rotation

T3. T4
S1. S2

T1. T2


After second rotation
S1. S2
T1. T2

T3. T4

The third rotation will bring them back to the initial set up
I think that is what you are saying

Rich

Quote:

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Originally Posted by scarry

I have always crossed them over,no trouble at all,on many different vehicles.

Obviously these are not directional tyres,unless of course you want to take them off the rims and move them around.

In fact if we don't cross them over on our work vans,and just go front to rear,the left will chew out prematurely.It is the front left that gets the most wear.

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Bugger I was just convinced that not crossing was the way.

There does not seem to be one answer

Richard

No great surprise you get a difference of view when it comes to tyres. I run data on 2,000 vehicles all used in mining and rural/agriculture and the process I have described is what they all do. We're happy with how we approach this and others will be happy with a different approach

Suck it and see is my approach particularly if you are starting out on this learning journey but keep accurate data otherwise you end up never knowing where you started, where you have been and why. Hence we collect so much data

Rob

Quote:

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Originally Posted by RobA

I run data on 2,000 vehicles all used in mining and rural/agriculture and the process I have described is what they all do.

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Rob, what's your line of work if you don't mind me asking.

Regards,
Scott

Quote:

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Originally Posted by LRD414

Rob, what's your line of work if you don't mind me asking.

Regards,
Scott

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We consult in remote area risk management for fleets and operate a custom training and driver risk assessment program in the fleet space as well. We also have a couple of certified practicing engineers in the group and they and we get involved in certification and/or design of vehicle fittest including ROPS, suspension upgrades et al. Consequently one of the things I do is spend a heck of a lot of time walking around mine site carparks generally in the middle of the night checking tyre pressures and condition, assessing crash sites and reports and a whole lot of other safety related stuff related to light commercial vehicles. So mining, agriculture and all levels of gumint to start with. As well as trying to get adults to understand they actually aren't bullet proof behind the wheel either. Amongst other things that help pay the bills

Rob

I have always run 2 spares as part of my rotation and each 10,000k's with oil /filter change I move spares to front, front to back and back to spares. I haven't worried to ensure whether I swap sides as I get frequent wheel alignments (3 a year) and ensure that all suspension components/bushes etc are without real wear.
Only time I have tyre wear problems is when my service person sends my car to his aligner "expert" (after changing some suspension component), and they stuff the alignment and I rip off some tyre edge on the 1650k trip home.
Has anybody been able to find out what the maximum tolerance is in tread depth difference across an axle on a D3/4?
IE. At what point (if any) does difference in tread depth impact on the AWD system?
If I stake a tyre that is 50% and have to put a new tyre on, what are the consequences (if any)?
More than a few millimetres wreaks havoc on early Volvo and Ford AWD systems, so wondering what the tolerances are for Land Rover?

Quote:

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Originally Posted by vbrab

Has anybody been able to find out what the maximum tolerance is in tread depth difference across an axle on a D3/4?
IE. At what point (if any) does difference in tread depth impact on the AWD system?

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Not exactly a definitive long term test but I have done this .... which I think is equivalent to a significant difference in tread depth.

https://www.aulro.com/afvb/images/im...016/06/277.jpg

The diameter difference is 12mm (smaller) for the 255/55 R19 compared to 265/60 R18 assuming equal tread and equal pressure. In reality, the difference will be less because the 18's are partially worn and the 19 is brand new, never used (original spare). So the most likely diameter difference would be around 8-9mm.

I tested this wheel combination around my local streets for a few km's. I would expect going around bitumen corners a few times to be a good way to get errors if they were going to happen.

Also, I've read on the forum of someone (garrycol) running a 255/55 R18 in combination with three 255/60 R18's from Melbourne to Canberra without issue and that's a diameter difference of 25mm (smaller).

Cheers,
Scott

I do cross rotate. The vehicles are not weighted the same from front to rear or from left to right. Likewise the wear pattern on the fronts are not the same as on the rear, and hard cornering/ roundabouts take off the edges.

For me, when I jumble up the tyres (again) I put the lowest tread on the FL and the highest tread on the RR for my Disco2. I think you will however find the difference in wear more striking with a D3/4/RRS due to the independent suspension and changes in camber with steering.