Question 1 : Tyre terminology Alignment The mechanical condition of adjustable components within the vehicle's suspension.

When a vehicle is in alignment, the caster, camber, toe-in and thrust settings are set to specification. Severe impacts (hitting potholes or curbs) and worn suspension parts are the leading causes of misalignment. Wheel and Alignment Alignment is one of the key maintenance factors in getting the most wear and performance from your tires. In addition, wheel alignment provides safe, predictable vehicle control as well as a smooth and comfortable ride that's free of pulling or vibration. Today's modern suspensions require a precise four-wheel alignment that can only be achieved through a modern alignment system. This applies to both front and rear wheel drive vehicles. While Discount Tire stores do not perform alignment work, the following information should help to explain the importance of proper alignment. Alignment Basics Aligning a car or truck involves the adjustment of the vehicle's suspension, not the tires and wheels. The direction and the angles that the tires point in after the alignment is complete, however, are critically important. There are four factors involved in setting the alignment to specification: caster, camber, toe and ride height. The following brief discussion of each aspect will help you understand the process and spot potential problems. Caster Caster is the angle of the steering axis (the part of the suspension that supports the wheel and tire assembly). Viewed from the side of the vehicle, an imaginary line drawn between the centers of the upper and lower ball joints forms an angle with true vertical; this is defined as caster. The illustration to the right shows whether this angle is referred to as positive or negative. Caster is important to steering feel and high-speed stability. Camber Viewed from the front of the vehicle, camber describes the inward or outward tilt of the tire. The illustration to the right shows whether this tilt is referred to as positive or negative. The camber adjustment maximizes the tireto-road contact and takes into account the changes of force when a vehicle is turning. Camber is the one adjustment that can be set according to driving habits. Generally, if you drive more aggressively when cornering, more negative camber can be set. If you drive on highways and do very little hard cornering, more

positive camber can be set. Toe Viewed from above the vehicle, toe describes whether the fronts of the tires are closer (toe-in) or farther (toe-out) apart than the rears of the tires. The illustration below shows this relationship. Toe settings vary between front and rear wheel drive vehicles. In a front wheel drive vehicle, the front wheels try to pull toward each other when the vehicle is in motion, which requires a compensating toe-out setting. A rear wheel drive vehicle works just the opposite, necessitating a toe-in setting. Stated differently, toe is set to let the tires roll in parallel (at zero toe) when the vehicle is in motion.

Ride Height Ride height is simply the distance between the vehicle's frame and the road. This is the reference point for all alignment measurements. Vehicle customizing will often include raising or lowering the vehicle. Don't forget to have your vehicle aligned afterward. Also, this rule applies if you put a taller or shorter tire on your vehicle.

Misalignment and Tire Wear By now you may have concluded that poor tire wear and misalignment are closely related. That is true, of course. But what can be done to minimize this condition? It turns out that many of these misalignment conditions can be easily "read" by your tire dealer; and they can recommend the appropriate solution, which will be "get an alignment." For your assistance, the following troubleshooting guide will help you see what your tire expert sees. Armed with this knowledge you can check your tires periodically. Remember that a knowledgeable glance at your tires on occasion can pay big dividends.

Misalignment Condition Incorrect Camber Setting

Incorrect Toe Setting

Incorrect Caster Setting

Unequal Caster setting (either right or left side is out of specification) Unequal Toe setting (either right or left side is out of specification) Combination of two or more settings are out of specification

Tire Wear Symptom Premature smooth wear on either inside or outside shoulder Feathered wear across tread, raised tread block edges Excessive shoulder wear, tread blocks show "heeltoe" wear pattern Sharp pulling necessitates steering compensation and feathered wear Sharp pulling necessitates steering compensation and feathered wear Irregular tread wear with feathering and smooth spots

This is not meant to be an exhaustive listing of all the possibilities. However, if you learn to spot these symptoms early, you can get a lot more wear from your tires. Remember that tires take the brunt of many problems. Simply replacing the old ones is not a solution. Shortly after replacing your old tires, your new tires will begin to reflect the same problems if you have not made the appropriate alignment changes.

Worn Parts Very often a worn suspension part is the cause of an alignment problem. On older vehicles, worn springs can lower a vehicle's ride height, altering its geometry and creating misalignment (all alignment settings refer to ride height). Weak springs can also contribute to uneven or "cupped" tire wear. Another common problem is worn ball joints. The symptoms here are erratic handling, slow steering response, and irregular tire wear. Finally, worn tie rods can allow the tire to wander left to right, effectively changing toe as the vehicle rolls down the road. Irregular feathering will develop on the tire tread when this is the problem. Again, this is not an exhaustive listing, but if you stay alert to these common problems, it may help you schedule an early visit to your mechanic and save on tire wear. All Season Tires Tires designed to provide good traction in a wide variety of road conditions, including wet, dry and mud and snow. This design also limits the tires performance in extreme conditions, or when compared to tires built for a particular category. Alphanumeric A term for describing the size of a tire (H78-15, for example) where both letters and numbers are used. Aspect Ratio A term that describes a tires height-to-width proportion. If a tires sidewall height were 65% of its section width, its aspect ratio would be 65. In the tire size expressed as 205/65-15, the number 65 is the aspect ratio. TIRE DIMENSION Section Width The linear distance between the outside of the sidewalls of an inflated tire without any load on it (this does not include any sidewall decorations). Aspect Ratio This is also known as the Section Height. This is figured as a percentage of the section width. A tire size of 205/60R15 would have a section width of 205 millimeters and a section height of 60 percent of 205 millimeters. Rim Width The width between the flanges of the wheel (the part the bead of the tire touches).

Balance The state in which a tire and wheel assembly spins with all its weight distributed equally. A wheel balancer is used to place weights compensating for static and dynamic imbalances that exist in all assemblies. Not balancing an assembly can result in vibration. Tire Balancing article Maintaining the tire balance on your vehicle is critical to receiving satisfactory service from your tire investment. In addition to providing a smooth ride, balancing is a key component in tire wear. The focus of this article is to help you understand the balancing process and to know why it is important to keep your tires balanced throughout their tread life. For those of you who think that tire balancing isn't that important, consider some industry trends that may help you rethink the issue. Perhaps the most compelling argument for precision balancing comes from an obvious fact: vehicles are being made lighter and lighter. The heavier cars of yesterday actually helped smooth out the ride by dampening many vibrations before the driver could feel them. The softer suspensions also had the same effect. Another factor is tire technology. Generally, more responsive tires with lower profiles (which send more road feedback to the driver) are being used in today's style- and performanceoriented market. As a result, the slightest imbalance (as little as half an ounce) can be felt in most modern vehicles. This is significantly less than the average of ten years ago. For those of you who have plus-sized your tires and wheels, balancing is even more critical. The Balancing Act Perhaps the best way to begin is to discuss the lack of balance. When a tire is mounted onto the wheel, two slightly imperfect units are joined to form an assembly weighing forty pounds (this is the average for cars). The chance of this assembly having absolutely precise weight distribution about its radial and lateral centers is virtually impossible. Remember that all it takes is half an ounce of uneven weight distribution for a vibration to be felt. The illustration below shows how an imbalance creates vibration.

Static Imbalance: Occurs when there is a heavy or light spot in the tire that prevents the tire from rolling evenly and causing the tire and wheel to undergo an up-and-down motion.

Dynamic Imbalance: Occurs when there is unequal weight on one or both sides of the tire/wheel assembly's lateral centerline, thus creating a side-to-side wobble or wheel shimmy. The static imbalance creates a hop or vertical vibration. The dynamic imbalance creates a sideto-side or wobbling vibration. Most assemblies have both types of imbalance, and require dynamic balancing (commonly referred to as spin balancing) to create even weight distribution. The balancing system directs a technician to place counter weights on the rim's outer surface to offset the imbalance. When the balancing system tests for virtually perfect weight distribution, the assembly is in balance and will not vibrate. Your tires will ride smoothly and wear evenly with regard to balance. Keeping Your Tires Balanced For the sake of example, assume you have driven your tires 5,000 miles since their purchase and it's time to rotate. Over the miles, turning left and right, hitting bumps and holes you could not see or avoid, and driving down uneven road surfaces have led to uneven tread wear on your tires. Perhaps a pothole has knocked-out your vehicle's alignment (this creates uneven tire wear). Well, besides rotating the tires and getting an alignment to set things right, you should also rebalance the tires. Even if you can't feel vibrations, they are present. The uneven tread wear has created an imbalance that generates excessive heat and wear on your tires. Considering the hundreds of dollars you spent on your tires, a rebalance is a wise expenditure. If you live near one of our stores, you should ask about the Lifetime Balancing program. For a nominal, one-time charge you can have your tires balanced at every rotation. Other Sources of Vibration Very often the wheel/tire assemblies on a vehicle may be in balance but you can still feel a vibration. Here are some of the other causes of vibration:

Bent wheel Tire out of round (radial or lateral runout) Wheel-to-axle mounting error Inconsistent tire sidewall stiffness (force variation) Brake component wear or failure Drive train or engine component wear or failure Suspension wear or failure Wheel bearing wear or failure Wheel alignment is out

Your tire dealer can isolate many of these problems for you, and there is no question that determining whether the tire/wheel assemblies are good and in balance is the first place to start. However, ultimately this may not be the source of your vibration problem. Balancing High Performance Tires and Wheels

Match Mounting Today's high performance tires and wheels are made with features that facilitate optimum mounting. Wheels are marked to identify the minimum radial run-out spot (low point) on the bead seat surface. Tires are marked with a high point location. Mounting the assembly to match these two points is called match mounting. This method minimizes the balance weight needed to correct any remaining imbalance and the radial run-out that may occur in the wheel/tire assembly. Force Variance On rare occasions, a tire may be manufactured with slightly inconsistent sidewall stiffness (creating what is called force variance) which leads to a ride problem. A new generation of balancers can detect this condition. The balancers can also guide tire technicians to remount the tire in an optimum position that puts the assembly within specification and eliminates the problem. If specifications cannot be achieved, the defective tire will be identified for replacement. Wheel Weight Placement Many of today's wheel designs necessitate unique wheel weight placement to achieve both precise balance and aesthetic appeal. Your tire dealer will inform you of the best method for your wheel type.

Standard balance uses only clip-on weights as shown. This method is usually done on original equipment steel or alloy wheels. Different type wheel weights are used for each type of wheel.

Mixed weights balance uses both clip-on and adhesive weights. The balance planes maintain the weights behind the face of the wheel.

The use of adhesive weights is typically reserved for chrome or other wheels with a delicate finish. The balance planes maintain the weights behind the face of the wheel.

Bead A round hoop of steel wires, wrapped or reinforced by steel cords, placed at the very inside of the tire's diameter. Tire Construction article To the casual observer all tires look the same. But if you look carefully, you'll find modern tire construction offers a degree of handling, ride comfort, traction, treadwear and fuel economy that far exceeds tires built just a few years ago. Today there are tire designs that contain up to 200 raw materials as well as a complex architecture of steel belts, textile plies and computer designed tread patterns. Tire manufacturers strive to deliver the most competitive designs in terms of performance and wear.

In 1946 the tire industry was revolutionized by the introduction of the radial tire. A cross section of the radial design is shown above. Today, virtually all tires sold are radials due to their benefits of superior handling, ride quality and wear. The benefits of radial construction are attributed to the design of the tire's casing - the part of the tire underneath the tread that forms the foundation of the tire. The casing is made up of a series of cords (most typically polyester) which are combined to form layers or plies. In a radial tire, these plies are positioned so the cords run alongside each other in a series of circular bands across the tread of the tire. Radial construction allows the tire to better flex and absorb the irregularities of the road surface. The radial design also produces much less friction resulting in much longer tread life. The top layer of the radial casing usually consists of steel belts made up of woven strands of steel cord. Steel belts provide a stable foundation for better tread wear and traction, and also protect the casing against impacts and punctures. Other components may include bead chaffers and cap plies - usually built into performance tires to enhance cornering and stability at high speeds. The outermost part of the tire, the tread, usually attracts the most attention. The material used is referred to as tread compound, which varies from one tire design to the next. A winter tire, for example, has a compound that provides maximum traction in cold weather. Competition tires, at the other extreme, use a compound designed for very high temperature ranges. The great majority of tires are built with an all season compound that delivers traction in the broad middle range of every day driving conditions. In addition, this compound must deliver good wear; this dual goal of traction and wear remains one of the most challenging design parameters for tire manufacturers. While tread designs vary tremendously, the elements of the tread are consistent in their use. The tread block provides traction at its leading and trailing edge. Within the block, sipes are

often molded or cut to provide additional traction. Grooves are built into tread designs for channeling away water. Shoulder designs provide protection as well as additional traction during hard cornering

Bias Ply Tire A pneumatic tire manufactured such that the plies are laid at alternate angles less than 90 degrees to the centerline of the tread. These criss-cross plies give the tire its strength, but generate heat during operation and limit the tire's wear and performance. Carcass The tire body beneath the tread and sidewalls; also called the casing. Contact Patch The portion of the tread that contacts the road during operation. Cord The strands of material forming the plies or layers of tire. Cords may be made from fiberglass, rayon, nylon, polyester or steel. DOT Markings Each tire has a required Department of Transportation number imprinted on at least one of its sidewalls. That number begins with the letters "DOT" and may contain up to 12 additional numbers and letters. The first and last digits are the most important for the tire owner. The first two letters/numbers identify the manufacturer of the tires. Prior to the year 2000, the last three digits of a DOT number represented the week (two digits) and the year (one digit) of production. For example, if the last three digits are 439, the tire was produced in the 43rd week of 1999. Tires produced after January 1, 2000 have a four digit date code at the end of the DOT number. The first two digits represent the week of production and the last two digits represent the last two digits of the year of production. So, 3500 as the last four numbers indicates that the tire was produced in the 35th week of the year 2000. Footprint The portion of the tire that makes contact with the surface of the road. Friction The resistance of one material (the tire tread) as it moves against another (the road); this is the force that causes the tire to grip to the road. Gross Vehicle Weight The actual weight of a vehicle when fully loaded with passengers and cargo.

Groove The space between two adjacent tread ribs; also called tread grooves. Heat Cycling A method of "breaking in" competition tires prior to initial use. Heat cycling gradually heats the tire in a controlled environment to gently stretch the tread compound, resulting in better traction and longer tread life. Highway Tires Also called summer tires; designed for dry and occasional wet weather driving, but not for use on snow and ice. Hydroplaning A skimming effect caused by tires losing contact with a surface covered by water. Innerliner The innermost layer of a tubeless tire which prevents air from permeating through the tire. This thin layer of material replaces the innertube. Load Index An assigned number ranging from 0 to 279 that corresponds to the load carrying capacity of the tire. M+S, M/S or M & S (Mud and Snow) Indicates that a tire can reach particular standards for performance in mud and snow conditions. The tire must meet the Rubber Manufacturers Association (RMA) definition of a mud and snow tire. Maximum Inflation Pressure The maximum air pressure to which a cold tire may be inflated; found molded onto the tire's sidewall. OE and OEM OE means "Original Equipment" and refers to the tires included with a new vehicle at the time of purchase. The vehicle's manufacturer selects these tires to provide the optimal performance based on the performance characteristics of the vehicle. "OEM" stands for "Original Equipment Manufacturer." Overall Diameter The diameter of an inflated tire without any load. Overall Width The distance between a tire's outside sidewalls, including lettering and designs.

P Metric Uniform designation of tire sizes in metric measurements originally introduced by American tire manufacturers in 1977. Commonly called "P-metric series." A typical P-metric tire size is P215/70R-15. Placard A small label typically located on the edge of the driver's door or inside the glove compartment of a vehicle. A placard contains information on the vehicle such as the manufacturer's recommended tire inflation pressure, seating capacity, and Gross Vehicle Weight (GVW).

Plus-Sizing An option allowing drivers to customize the appearance and performance of their vehicle by mounting lower profile tires on larger diameter wheels. One-inch greater wheel diameter is referred to as plus-one, two inches is plus-two... and so on. Using a lower profile tire with a greater diameter rim allows the overall diameter to remain about the same.

Ply A rubber-coated layer of fabric containing cords that run parallel to each other; extends from bead to bead and goes between the innerliner and belts of tread. Ply Rating This letter indicates the load carrying capacity of the tire in terms of its construction. A "C" indicates the tire has a 6-ply load carrying capacity. The tire is not actually built with 6 plies, but contains one or two plies of equivalent strength. A "D" is an 8-ply rating, and an "E" is a 10-ply rating. If there is no letter, the tire has a standard 4-ply rating. PSI Pounds Per Square Inch. This is the standard unit of measurement for air pressure within tires. Radial Ply Tire construction where the cords in the body run at 90 degrees to the centerline of the tread. Ride Matching A system of balancing a tire and wheel assembly using a simulated road test. Ride matching provides optimal weight distribution and eliminates vibrations caused by the combination of minor errors within tires and wheels. Rim Width

Distance between the two opposite inside edges of the rim flanges. Rolling Resistance The force required to keep a tire moving at a constant speed. The lower the rolling resistance, the less energy needed to keep a tire moving. Rotation Moving tires from side to side or front to rear on a vehicle in a prescribed pattern to achieve uniform wear on all tires. Rotations should be performed regularly every 6,000 miles. Section Height The height of a tire measured from the rim to the outer tread. Section Width The distance between outside sidewalls, not including any lettering or design. Series A numerical representation of a tires aspect ratio. For example, 60 Series indicates the tires section height is 60% of its section width (See Aspect Ratio). Shimmy Wobbling of wheels from side to side on a vehicle. Improperly balanced tires, misalignment and bent wheels can cause shimmying. Shoulder The part of a tire where the sidewall and tread meet. features shoulder blocks for better traction. Sidewall The part of the tire between the tread and the bead. Size An expression that defines a particular tire in terms of its width, height, rim diameter, aspect ratio and construction type. 205/65R-15 expresses tire size using the metric system. For more detailed information, visit our page on reading the tire size. Snow Tire Also referred to as a winter tire; a special type of tire with a tread and compound that gives better traction in snow. Identified by M&S, M+S or M/S on the sidewalls. All season tires also include these designations on the sidewall. Speed Rating

Certain tire design

The speed rating of a tire is based on U.S. Government standards for reaching and sustaining a specified speed. Typically, a tire with a higher speed rating results in better handling. Speed ratings are determined via laboratory tests that simulate road performance at various speeds. Tires are assigned a single letter (such as H or V) to designate speed rating. Tire Pressure Monitoring System (TPMS) TPMS is an automated system that monitors the air pressure in a vehicle's tires. When air pressure in one or more tires drops 25 percent or more below the correct pressure, a warning alerts the driver. Traction The friction between a tire and the road surface; the amount of grip provided. Tread The part of the tire that comes into contact with the road. The tread type is distinguished by the design of its ribs and grooves. Tread Depth The distance measured in the major tread groove nearest the centerline of the tire from the base of the groove to the top of the tread. According to law, most states legally consider a tire to be worn out when it reaches a tread depth of 2/32". Treadwear Indicator Narrow bands, sometimes called "wear bars", that appear across the tread when 2/32" of tread remains. Tread Width The width of a tire's tread. UTQG (Uniform Tire Quality Grading) A tire information system that provides consumers with ratings for a tire's traction (AA to C) and temperature (A to C). Treadwear is a numeric rating. Ratings are determined by tire manufacturers using government-prescribed test procedures, and are molded into the tire's sidewall. These ratings can only be compared within specific manufacturer's tires and cannot be compared from one manufacturer to another. Our treadwear, traction and temperature page explains this rating system in much more detail.

Valve A device mounted in the wheel that lets air in or out of the tire. Valves include caps to keep out dirt and moisture and a valve to prevent air from escaping.

Question 2 : Why do we get shocked by Static Electricity when we drive a certain vehicle?

Static electricity builds up in insulators due to friction of the tires with the road. Newer tires use silica and contain less carbon black in the rubber, which makes the tires electrically conductive. Because the tires cannot conduct the static electricity to the ground, static electricity builds up inside the vehicle and is discharged through the body of the driver and/or passenger whenever the metal door handle is touched. Newer tire sidewall designs that use silica usually incorporate carbon sections that are used to discharge the static electricity to ground. To help reduce the static charge buildup, spray the upholstery with an antistatic spray available at discount and grocery stores