Correct inflation is the first practical control. Underinflation allows a casing to flex more as the wheel rolls, generating heat and accelerating shoulder wear. Overinflation reduces the footprint and may leave the tread less tolerant of sharp impacts on rough streets. Check pressures before departure, while tyres are cold; a reading taken after a motorway run will be raised by heat and should not be used as the adjustment target. A useful workshop habit is to write down every wheel’s reading rather than topping up the one that looks low. Repeated pressure loss calls for inspection of the valve, rim and tyre.
A load rating states the load a tyre is designed to carry at a specified pressure and operating condition. It does not replace weighing the vehicle, because an axle can be overloaded even when the gross weight seems acceptable. A tipper carrying dense material may place excessive weight over one axle without an obvious change in the driver’s view. Check the vehicle placard, axle limits, wheel specification and actual duty before choosing heavy-duty truck tyres. Size alone is not proof that a tyre, wheel and axle combination is suitable, particularly where loads vary between empty and full journeys.
Alignment faults often appear as feathering: tread blocks feel sharp when rubbed in one direction and smoother in the other. Incorrect toe makes the wheels point slightly towards or away from each other, so they scrub rather than roll cleanly. Camber changes can concentrate wear on one shoulder. A distribution truck that repeatedly climbs kerbs on tight urban routes may keep a straight steering wheel while joints, springs or alignment settings shift. Measure alignment after a heavy impact, suspension repair or persistent irregular wear, and inspect steering components before fitting replacement tyres. Otherwise new rubber may quickly copy the old defect.
Tread depth matters, but condition gives a fuller picture. Check for cuts, lodged metal, exposed casing material, bulges and cracks between ribs. The casing beneath the tread carries the tyre’s structure, so damage there may make continued use unsuitable even if plenty of tread remains. Heat discolouration, a sudden pressure drop or rapidly changing wear deserves removal for examination by a competent person. Do not move a damaged tyre to another axle simply to conceal the symptom. Note its wheel position and photograph or record the defect; that small step helps connect damage with a route, load or recurring manoeuvre.
Axle position changes how a tyre works. Steer tyres need consistent directional response and contact, drive tyres transmit engine torque, and trailer tyres may experience scrub during tight turns. Rotation can help some fleets, but only where the vehicle maker’s instructions, tyre construction and wear pattern allow it. Mixing sizes, constructions or service types without checking compatibility can affect clearance and handling. A fleet that alternates motorway work with stop-start construction access should review its specification against the harsher duty. The same fitment is not automatically suitable for every route, especially where kerb strikes, loose surfaces or repeated low-speed turns dominate.
Keep a record for each wheel position, including fitting date, cold pressure readings, tread measurements, repairs, rotations and the reason for removal. A driver defect report is more useful when it names the axle and side rather than saying only front tyre. If several vehicles develop inner-edge wear, review alignment methods and suspension condition; if one position loses air, inspect its valve, rim and casing closely. Selection guidance for truck and bus tyres can inform the choice, but axle loads, routes, speeds and workshop capacity still determine the specification. A consistent inspection routine catches small faults before they become roadside failures or premature replacement.
