Before acquiring the 2004 Freightliner George Parker and Overdrive contributing writer Wendy Parker now run in, George had no experience whatsoever with wide-single tires, outfitted on the drive axle of the Coronado he bought used. Wendy posted a question seeking advice and point of view on the tires, relative to the dual pairs they are intended to replace, on January 5: “Do they really pay for themselves, as some say, or are they a pain in the rear and more expense than they’re worth?” Singles are common today in many on-highway applications, and the question clearly struck a nerve, showing extremes of both love and hate from readers on the subject. Some heaped kudos on singles for and improved ride as well as cost savings in both fuel and long-term maintenance. Others noted reduced traction getting started in some road conditions, among other concerns. and via our Facebook page. Click those links to read more and/or weigh in yourself. Raymond Carmickle: We tried the super singles here.

They lasted six months before the fleet went back to doubles. Blowouts were costing a rim and a tire. Long-term, they are more expensive. Jenckes Whitaker: I had them, and it wasn’t so bad in the snow or ice. As far as getting stuck after a blow-out, by law you can’t drive on a flat anyway. They were much smoother on the road, and it’s anyone’s guess if it’s more fuel-efficient – that’s the line the company sold me on mine…. Teddy Bear Puppies Cleveland OhThe only ones I ever lost were on the trailer. Air Cleaner Rzr 800Same as any, they trash the mudflap.Appliance Repair Grosse Pointe Mi Andrew Slaughter: Stick with duals. I borrowed a company truck that had [singles]. Got stuck trying to pull out of a parking spot with a small amount of ice.

Lucar Borc: [Speaking of advantages,] how about 400 lbs. less of “rotating mass” on your truck? Wide patch on road surface? More torque and hp to the wheels? Better handling due to two walls’ flex instead of four? Bob Yerdon: Research says they save you $3,000 a year on fuel. You must check pressure every day – don’t run them low on air. I’ve put 500,000 miles on mine and love them. Alan H. Williamson: I only see the super single as a big hassle. They don’t save that much weight when compared with a low-profile 22.5 on an aluminum wheel. Study of truck driver health shows cluster of high-risk factors for chronic diseases Driver Bettina Cameron ‘Losing It’, New Entrant test backgrounder Year’s top show trucks crowned Pride & Polish champs at GATS ELDs: Owner-operators have some decisions to make Photos: Day 3 of Pride and Polish show trucks at the Great American Trucking Show Recommendations would force at-risk truckers into sleep apnea screening/treatment

Brake Safety Week inspection spree looms DOT proposes rule to govern truck speedsThere’s a new trend occurring in the commercial trucking industry. If it continues, the traditional “18 wheeler” will become the “10 wheeler.” Since the beginning, trucking companies have used the conventional “dual tires” on multiple axles: two axles with four tires each on the trailer (8 tires) and two axles with four tires each on the rear of the tractor with two steering tires on the front (10 tires). The concept was to promote stability and a “backup safety” system if any one of the tires failed. Now, we are seeing more “super single” tires on tractors and trailers on the road. And while the industry is telling us this “exciting change’ is about fuel savings, a deeper look reveals there will actually be more danger on our highways and interstates. The technology has been around for a few years, but all of the large tire manufacturers are now gearing up production.

There have been a number of studies showing different levels of fuel savings. One study performed by the Oak Ridge National Laboratory (ORNL) showed gas savings of 2.9%. At this figure, according to Bill Knee, a long haul tractor trailer averaging 125,000 miles per year getting 5 miles per gallon could potentially save approximately “728 gallons per year per truck.” It was also asserted that these new tires could also provide more stability with the widening of the trailer frame. A national trucking company also reported that its internal testing showed these new tires could go approximately 200,000 miles as opposed to 160,000 for conventional tires. Not surprisingly, tests run by tire manufacturers (Michelin) showed even greater savings of a “minimum of 7%” as well as “less tire maintenance.” All of these claimed savings seem great at first. But again, the real reason for the push emerges later in the presentation. By switching to aluminum wheels and one larger tire from heavier steel wheels with two smaller tires allows for a weight savings of close to 1,000 or more pounds.

Rather than enjoying the savings, trucking companies immediately default to replacing that weight with additional cargo. So now, with the new configuration, you will have more payload on fewer tires. It’s always about moving more cargo down the road. All tires can fail if not properly inspected and maintained, even the new “super singles.” And they will fail. It’s not a question of if, but when. This is one of the “problems” highlighted by going from two wheels to one. When the inevitable “blowout” occurs, those semi-trucks with the new configuration will no longer be able to “limp” back to be serviced. More disturbingly, it may also cause a load to shift and result in the driver not being able to control his 80,000 pound rig. What happens after this event only depends on who else is on the road. This is one of the reasons you won’t see studies by the trucking companies or tire manufacturers about the effects of a trailer tire failure with 1,000 more pounds of cargo in the back.