Anybody ever hear of a "Load Boss" tire??

[roperteacher]

I got a new trailer to pull behind my 07 cummins and it has "Load Boss" tires. Never heard of them. Little info on the net and what is there is BAD news. . LOLOL Quick question: It has a load G rating and 10 ply tire with a cold PSI of 110. What should I run them at???? 100???? Thanks! I am leaving for a rodeo Friday...

 

[DAN V]

load weight

If you are going to max out the trailer to the weight capacity of the tires at the cold psi for the tires i wouldn't go above 100. That way the tires have room to expand for heat as they warm up going down the road. I always allow at least 7 lbs minimum of air for heat expansion.

 

[TAbbott]

Running the tires at max load and not running them at max pressure is a prescription for disaster. In both instances after running for approximately 50 miles nonstop at a constant speed of 55 or greater (assuming the tire run at reduced pressure makes it that far) the tires will have achieved the same hot pressure. Only difference will be the heat required to generate those pressures.



If you guess that the tire run at the lower starting pressure is the one that gets really, really hot -- you're right! Heat destroys tires faster than anything but a road hazard. That's why all tires specify a maximum cold pressure to carry the rated load. Ignore hot pressures and do not bleed the tires to reduce hot tire pressure to the maximum cold inflation pressure molded into the sidewall. I used to work at a tire testing facility and believe me, the above is the way it is.

 

[AMink]

TAbbott, good point. The pressure on the sidewall is cold. It will build a little more pressure as it heats up, but that is anticipated. Now, here's my question since you have a history in tires:

As you go up and down in elevation, the pressure changes too. If I start at sea level and drive up the hill and am at 5,000 feet that night, I get up and check my tire pressure. It is now higher than what I put in yesterday. Do I let some out or leave it? I'm more worried when I go from 5,000 to 0. What's the rule of thumb for that? Sorry for the slight hijack.

 

[Grizzly]

I got a new trailer to pull behind my 07 cummins and it has "Load Boss" tires. Never heard of them. Little info on the net and what is there is BAD news. . LOLOL Quick question: It has a load G rating and 10 ply tire with a cold PSI of 110. What should I run them at???? 100???? Thanks! I am leaving for a rodeo Friday...

I've never heard of Load Boss either. Are they LT or ST tires? The air pressure you put in the tires depends on the weight the tires are carrying. Also, Load Range G should be more then 10 ply. 10 ply is a Load Range "E".

 

[roperteacher]

OK, sounds like We have an expert and I need to run my tires at the MAX COLD PSI of 110. So thats what I am going to do. Yes, the trailer should be at the max for the tires.



On the side wall it says TREAD PLY=7

SIDEWALL PLY=3



I just added the two to get the 10!! LOLOLOLOLOLOL Is this correct?? Thanks for the help guys!

 

[TAbbott]

AMink: I've never heard of a tire air pressure adjustment factor for altitude. Perhaps there is one, but if so, I am unfamiiar with it. When dealing with pressures as significant as those inside heavy duty tires, I'm not certain the actual ambient pressure changes associated with normal on highway altitude changes in this country would be significant enough to matter. Those pressure differences may be within the error factor of most guages available to the general public.



I do know that with an air-bed, where the actual pressures are very low (probably less than 1psi normally) that altitude changes are signifant enough to matter a great deal. They can go from soft to extremely hard or vice-versa between Sacramento and Donner summit, for instance.



roperteacher: I was wondering where you got the 10 plies from. Not that they really have that many, but load range G tires are rated as 14 ply tires. Typically though, they may have a few as 1 sidewall ply and 5 tread plies.

 

[Grizzly]

AMink:



roperteacher: I was wondering where you got the 10 plies from. Not that they really have that many, but load range G tires are rated as 14 ply tires. Typically though, they may have a few as 1 sidewall ply and 5 tread plies.

What roperteacher is saying is that the sidewall says that the tires have 7 actual plies on the thread and 3 actual plies on the sidewalls. When a tire say 14 ply, it means 14 ply rating, not actual.



roperteacher, you do not add the plies on the tread and sidewall to equal total plies. When a tires says 14 Ply Rating it is referring to the tread plies.

 

[roperteacher]

Does that mean it'sd only a 7 ply tire?? Can't Imagine...

 

[Dieselnerd]

My fifth wheel came with G rated tires (Goodyear). The owners manual says to always keep them at 110 pounds for best tire life.

 

[TAbbott]

What they are talking about with "ply rating" is carcass strength -- the ability to contain specific, higher air pressures and support heavier loads without failing. IE, D = 65 psi; E = 80 psi, G = 110 psi. It's the air that supports the load, the carcass that contains the air and the tread that supplies the tractive effort and bruise resistance for the carcass.

 

[MDULLEY]

Great thread!



One question? Do the Load range D tires need high pressure valves? I know the E's do. I asked them to put them on my tires for my camper, they did, but they said didn't really need them.

 

[betterthanstock]

Does that mean it'sd only a 7 ply tire?? Can't Imagine...

More like a 3 ply (sidewall). If it bursts, the side will go first.



The old ply rating is based on the strength of the old cotton fabric (or was it hemp?), model T tires. Look at your truck tires. They are probably 3 ply sidewall also (or maybe 2 ply, or 1 ply for many cars). It's polyester, or nylon, so big difference. The tread has more plies (one or two steel).



It started with radials, which have softer sidewalls, for fuel economy and less heat (higher speed capability).

 

[Buffalo]

Interesting topic. Regarding elevation & tire pressures, I live in Phoenix (1150' elev. ) & often camp in the White Mtns. of Eastern AZ. (9500' elev. ).



Numerous times, I've had bags of potato chips explode from the pressure build-up. I've often wondered what that does to tire pressures however, have been too lazy to actually check. I imagine it raises the pressures by quite a bit.



Joe F. (Buffalo)

 

[Grizzly]

Interesting topic. Regarding elevation & tire pressures, I live in Phoenix (1150' elev. ) & often camp in the White Mtns. of Eastern AZ. (9500' elev. ).

Numerous times, I've had bags of potato chips explode from the pressure build-up. I've often wondered what that does to tire pressures however, have been too lazy to actually check. I imagine it raises the pressures by quite a bit.

Joe F. (Buffalo)

We do likewise, go camping at 10,000 foot elevation or higher. Albuquerque is 5,000 to 6,000 ft elevation. At our age it takes time to acclimate to those heights. Tires on the other hand are designed to handle the added pressure. Heavy duty tire stems are recommended however.

 

[CDonaldson]

Well, I live at just over 7K fr elevation, when I air up a tire to the COLD recommendation and travel DOWN to lower elevations, I actually see a decrease in pressure with the tire hot. Elevation DOES play a role, whether it's an increase in pressure as you increase elevation or a decrease in pressure as you decrease elevation.



I usually take the time to inflate my tires as needed when traveling at the lower elevations for long periods of time. If I am just going down to a lower elevation and then right back to my normal elevation I don't bother adjusting inflation. The difference in my load range E tires is close to 10#'s of pressure loss when I drop to 2500-3K ft elevation after I have let the trailer set and the tires cool.



ALL the foods in our stores here that are packaged in bags have a quite expanded bag due to the elevation change. In fact, I always make sure when buying something in the sealed bags that the bags ARE expanded. That way I know that the bag was sealed correctly in manufacturing. If the bag is deflated or more like you would see it at a lower elevation, tells me the seal on the product is not good, therefore the product itself has a reduced shelf life and would possibly be on the edge of spoilage. I guess there is benefit to the altitude effects with regard to food in sealed packaging. Same applies to plastic containers with liquids, the plastic bulges pretty good. I have seen sealed water bottles actually blow at 12-14K ft elevations due to altitude changes.



CD

 

[TAbbott]

Air pressure at seal level is 14. 7 psi. At 18,000 feet it is approximately half of that, or 7. 35 psi. That would mean that at the relatively low altitudes at which roads exist that the pressure differential couldn't exceed about 7 psi maximum. In my case, I live at about 4100 feet elevation. If pressures were set here, they wouldn't deviate by more than about 3. 5 psi lower at sea level and 3. 5 psi higher to over 8000 feet elevation. I think that's basically meaningless for all practical purposes regarding automotive tires and probably explains why the tires sidewalls don't give specific instructions for altitude - pressure compensation.

 

[betterthanstock]

Air pressure at seal level is 14. 7 psi. At 18,000 feet it is approximately half of that, or 7. 35 psi. That would mean that at the relatively low altitudes at which roads exist that the pressure differential couldn't exceed about 7 psi maximum. In my case, I live at about 4100 feet elevation. If pressures were set here, they wouldn't deviate by more than about 3. 5 psi lower at sea level and 3. 5 psi higher to over 8000 feet elevation. I think that's basically meaningless for all practical purposes regarding automotive tires and probably explains why the tires sidewalls don't give specific instructions for altitude - pressure compensation.

Actually at 4000 ft, it would be 2. 5 psi higher in tires than at sea level, and at 8000 ft 4 psi higher in tires.