BACKGROUND

This booklet is produced to improve user

knowledge of car tyres. It is aimed at the dealer

salesman, the fleet operator and the motorist.

This initiative is to ensure a better standard of

tyre care, which will result in fewer premature

failures, meaningful cost savings and, above

all, greater safety on our roads.

In 1888 John Boyd Dunlop invented the

world’s first pneumatic tyre. He later became

one of the founders of the rubber company

“Dunlop Pneumatic Tyre Company”. This was

the beginning of a revolution in the

automobile industry and the start of Dunlop

Tyres journey from strength to strength with

a succession of product innovations achieved

over 120 years. In 1935, trading as “Dunlop

Tyres International”, the first car tyre was

manufactured.

“Old Number One” was basically made of

cotton, bead wire, natural rubber, carbon black

and other essential curatives. Compounding

in those days was a much less complicated

science than it is today.

“Number One’s” simple block tread pattern

was also a far cry from today’s sophisticated

computer-designed treads with cross-cut

channels, sipes, aquajets and other new-

generation complexities.

After making and moulding, the finishing of

“Number One” required no more than

trimming, inspection and a coat of paint before

being sent out for duty on the rough roads of

the time.

Today, uniformity and ovality, lateral and radial

forces, first harmonics, static and dynamic

imbalance, plus the further factor of a high

standard of appearance are the minimum

requirements for any Dunlop tyre.

Since its inception to the present day, the car

tyre has remained round and black and is

possibly one of the most taken-for-granted

items of equipment on a car, yet the car tyre

of today is, in its own way, as scientifically

designed, precision engineered and

manufactured as the car’s engine itself.

In 2006, Indian tyre manufacturing giant,

Apollo Tyres International took over the

trademark rights to the Dunlop tyre brand in

South Africa and thirty three other trademark

territories with their core business being the

manufacture and distribution of the

internationally recognised Dunlop passenger

and truck tyres.

For Apollo Tyres South Africa to meet the strict

quality standards, that are demanded by motor

manufacturers, tyre dealers and motorists,

investment in high-tech equipment worth

millions of rands was undertaken allowing the

company to join the select band of local

companies who qualify for the ISO 9001:2000

quality assurance listing, including the

stringent TS 16949 rating. These internationally

recognised listings are an assurance that

Dunlop tyres are manufactured using

techniques, materials and systems that ensure

the highest levels of quality.

The above listings go hand-in-hand with the

E-Mark quality award, which has been held by

the company for several years. The E-Mark is

the European Community’s symbol of tyre

excellence and is awarded following rigorous

biennial inspections made by Britain’s

Department of Transport. Each tyre also carries

the USA quality standard, DOT as well as In-

Metro of Brazil.

CONTENTS

1

Construction..........................................................................................................................................................................2

Tyre sidewall markings..................................................................................................................................................4

Load index chart ................................................................................................................................................................8

Safety ...........................................................................................................................................................................................9

Effect of wet roads on tyre performance....................................................................................................10

Tyre pressure ......................................................................................................................................................................11

Inflation pressure............................................................................................................................................................12

When replacing tyres ..................................................................................................................................................14

Tyre wear ...............................................................................................................................................................................18

Wheel alignment ............................................................................................................................................................22

Vehicle vibration/economy....................................................................................................................................24

Improving tyre performance ................................................................................................................................25

Dealer advice .....................................................................................................................................................................28

Minibuses..............................................................................................................................................................................30

Caravan and trailer tyres...........................................................................................................................................31

Interchangeability guide..........................................................................................................................................33

Contact details ..............................................................................................................................................Back page

Tyres are made of steelcord breakers and a casing made of textile construction

(nylon, rayon or polyester).

Steel radial car tyres and commercial radial light

truck tyres have a nylon band to ensure durability

at high speed.

Dunlop Tyres use the jointless nylon band (JLB)

technology (a continuous strip of nylon in the

carcass) resulting in increased operating safety

at high speed and improved ride refinement.

JLB is regarded as the tyre’s “safety belt”.

SP SPORT 6060

12

Tread

Jointless nylon band

2 cut steel belts

Textile casing

Bead wires

Apex

Inner liner

2

CONSTRUCTION

LoadedRadius

OverallTyre

DiameterRimWidth

Overall Width

Tread Width

SectionHeight/

orAspectRatio

NominalRim

Diameter

Section Width

3

PASSENGER TYRE TERMINOLOGY

HOW TO TELL WHEN A TYRE WAS MANUFACTURED

All tyres made in South Africa or imported into this country must comply with internationally-

agreed standards of showing when the tyre was manufactured.

Four numbers in an oval panel on one side of the sidewall of the tyre signify the date of

manufacture. The first two numbers represent the week of manufacture and the last two

numbers represent the year of manufacture (e.g. 1012 will be the 10th week of 2012).

Remember to check the date of manufacture when buying second-hand cars (especially the

spare tyre) as tyres are normally guaranteed for a period of 5 years from the date of manufacture.

The sidewall marking would look similar to the illustration below.

Load Index

Code associated with maximum load (inkgs) a tyre can carry at its highest speed(see index on page 8).

Nominal Section Width

Cross-section width of tyre, in mm.

Aspect Ratio

The height of the sidewall(from crown to bead) expressed

as a percentage of the tyre’swidth. A lower aspect ratio(low profile) tyre provides

increased stability and handling,especially athigh speeds.

Type of Construction

Indicates how the tyre was madee.g.: R – radial ply.

Rim Diameter

Diameter of inner tyre edge, in inches.Corresponds to wheel rim size.

Speed Rating

Maximum speed the tyre can safely be driven at (see table on page 6).

Date of manufacture. E11XXXXXXXXXX

MAD

E

INSO

UTH

AFR

ICA

TWI

RA

DIA

L20

5/

60R

15

91V

TUBELE

SS

VM

D

XXXX

ECE (European Union) quality/legislativeacceptance reference number.

4

TYRE SIDEWALL MARKINGS

With few exceptions, tyre size markings are standardised throughout the world,

and serve to identify the type of tyre and to give an approximation of its dimensions.

The tyre markings enable one to know the type of tyre involved. This is important because it

is detrimental to mix types e.g. SR steel radial with HR steel radial.

Taking the 175 SR 14, the R indicates a radial ply tyre, S the speed rating, the

175 its section width in millimetres, and the 14 is the rim diameter in inches.

As no reference is made to aspect ratio it defaults to an aspect ratio of 80.

The more complicated 225/45 WR 17 94 shows all of the above, except in the more modern

markings the aspect ratio is specifically indicated, as can be seen here with the 45 defining

it as a 45% aspect ratio, or low-profile tyre.

94 – is the LOAD INDEX, which is an internationally-recognised numerical code associated

with the maximum load a tyre can carry at the speed indicated by its SPEED SYMBOL under

service conditions specified by the tyre manufacturer (see Load Index Chart on page 8).

W – is the SPEED SYMBOL i.e. tyre is capable of speeds up to and including 270 km/h. (See

Speed Symbol Chart on page 6.)

Sometimes a tyre will have a dual speed rating symbol before the radial symbol, usually a Z.

This is to accommodate domestic and international speed rating allowances.

E.g.: 245/45 ZR 17 94 W.

EXAMPLE OF TYRE MARKING

225 45 R 1794 W

Radial construction

Speed rating

Load index

Nominal sectionwidth (mm)

Aspect ratio (series)

Nominal rim diameter (inch)

5

SPEED RATINGS/SYMBOLS

Car tyres in South Africa are produced to various speed ratings/symbols. These are designated

‘S’, ‘T’, ‘H’, ‘V’, ‘W’, ‘Y’ and ‘Z’. This comes about through the decision taken by manufacturers of

cars capable of these high speeds that, if the rest of the car is engineered for high performance,

the tyres must match these capabilities should the owner wish to do so, despite open road

speed restrictions.

Due to vehicle manufacturers’ requirements, the emphasis on HR and particularly VR and WR

rated tyres is high speed safety and performance. The tread life obtained from these high

performance tyres, while being satisfactory, will be less than a TR rated steel radial tyre. This

is due to the softer tread compound used in the higher speed rated tyres.

From a safety point of view and to comply with some insurance requirements, high speed

steel radial tyres (HR, VR, ZR) fitted as original equipment should NOT be replaced with lower

speed rated steel radial tyres (TR).

SPEED SYMBOLS

SPEED CATEGORY

The speed category marking shown below indicates tyre speed capabilities above

240 km/h and is included within the tyre size designation e.g. 225/45 ZR 17. The service

description is sometimes not shown on such tyres. For actual speed capabilities and load

capacities, contact your dealer or our South African Call Centre on 0800 335 722 tollfree.

Speed symbol G J K L M N P Q R S T U H V W Y

Speed (km/h) 90 100 110 120 130 140 150 160 170 180 190 200 210 240 270 300

Tyre speed capability (`km/h)

over 240

Speed category markings

ZR

TYRE SIDEWALL MARKINGS

6

Load Range Ply Rating Load Range Ply Rating

A 2 G 14B 4 H 16C 6 J 18D 8 L 20E 10 M 22F 12 N 24

LOAD RANGE DESIGNATION-PLY RATING EQUIVALENCY TABLE

Some imported tyres may have a Load Range designation on the sidewall of the

tyre instead of Ply Rating or Load Index. This table gives the Ply Rating equivalent

to Load Range.

ASPECT RATIO

The aspect ratio of a tyre is the ratio of its section height (from bead to crown) to its section

width (the distance between sidewalls) expressed as a percentage.

Radial tyres lend themselves to lower aspect ratio construction, and over time, the aspect

ratios have decreased.

The lower the aspect ratio of the tyres, the wider the tread area. This provides superior stability

and car handling as well as improvements in traction and cornering.

7

100

65

100

7080/82

100

100

60

100

55

100

50

10035

100

40

100

45

MAXIMUM LOAD FOR A GIVEN LOAD INDEX (LI)

Note: The maximum Load Index is only applicable when that Load Index is marked on the tyre.

For tyres without a Load Index marking, the load in the relevant SABS table should be used.

1 2 1 2 1 2 1 2 1 2 1 2 1 2LI Kg LI Kg LI Kg LI Kg LI Kg LI Kg LI Kg

0 45 40 140 80 450 120 1 400 160 4 500 200 14 000 240 45 0001 46.2 41 145 81 462 121 1 450 161 4 625 201 14 500 241 46 2502 47.5 42 150 82 475 122 1 500 162 4 750 202 15 000 242 47 5003 48.7 43 155 83 487 123 1 550 163 4 875 203 15 500 243 48 7504 50 44 160 84 500 124 1 600 164 5 000 204 16 000 244 50 0005 51.5 45 165 85 515 125 1 650 165 5 150 205 16 500 245 51 5006 53 46 170 86 530 126 1 700 166 5 300 206 17 000 246 53 0007 54.5 47 175 87 545 127 1 750 167 5 450 207 17 500 247 54 5008 56 48 180 88 560 128 1 800 168 5 600 208 18 000 248 56 0009 58 49 185 89 580 129 1 850 169 5 800 209 18 500 249 58 000

10 60 50 190 90 600 130 1 900 170 6 000 210 19 000 250 60 00011 61.5 51 195 91 615 131 1 950 171 6 150 211 19 500 251 61 50012 63 52 200 92 630 132 2 000 172 6 300 212 20 000 252 63 00013 65 53 206 93 650 133 2 060 173 6 500 213 20 600 253 65 00014 67 54 212 94 670 134 2 120 174 6 700 214 21 200 254 67 00015 69 55 218 95 690 135 2 180 175 6 900 215 21 800 255 69 00016 71 56 224 96 710 136 2 240 176 7 100 216 22 400 256 71 00017 73 57 230 97 730 137 2 300 177 7 300 217 23 000 257 73 00018 75 58 236 98 750 138 2 360 178 7 500 218 23 600 258 75 00019 77.5 59 243 99 775 139 2 430 179 7 750 219 24 300 259 77 50020 80 60 250 100 800 140 2 500 180 8 000 220 25 000 260 80 00021 82.5 61 257 101 825 141 2 575 181 8 250 221 25 750 261 82 50022 85 62 265 102 850 142 2 650 182 8 500 222 26 500 262 85 00023 87.5 63 272 103 875 143 2 725 183 8 750 223 27 250 263 87 50024 90 64 280 104 900 144 2 800 184 9 000 224 28 000 264 90 00025 92.5 65 290 105 925 145 2 900 185 9 250 225 29 000 265 92 50026 95 66 300 106 950 146 3 000 186 9 500 226 30 000 266 95 00027 97.5 67 307 107 975 147 3 075 187 9 750 227 30 750 267 97 50028 100 68 315 108 1 000 148 3 150 188 10 000 228 31 500 268 100 00029 103 69 325 109 1 030 149 3 250 189 10 300 229 32 500 269 103 00030 106 70 335 110 1 060 150 3 350 190 10 600 230 33 500 270 106 00031 109 71 345 111 1 090 151 3 450 191 10 900 231 34 500 271 109 00032 112 72 355 112 1 120 152 3 550 192 11 200 232 35 500 272 112 00033 115 73 365 113 1 150 153 3 650 193 11 500 233 36 500 273 115 00034 118 74 375 114 1 180 154 3 750 194 11 800 234 37 500 274 118 00035 121 75 387 115 1 215 155 3 875 195 12 150 235 38 750 275 121 50036 125 76 400 116 1 250 156 4 000 196 12 500 236 40 000 276 125 00037 128 77 412 117 1 285 157 4 125 197 12 850 237 41 250 277 128 50038 132 78 425 118 1 320 158 4 250 198 13 200 238 42 500 278 132 00039 136 79 437 119 1 360 159 4 375 199 13 600 239 43 750 279 136 000

8

LOAD INDEX CHART

TREAD WEAR AND TYRE DAMAGE

Tyre safety and the law

The South African Road Traffic Act (1999) Regulation 345 states

that no person shall operate on a public road, a motor vehicle:

• “which is fitted with a pneumatic tyre unless such tyre

displays throughout, across its breadth and around its entire

circumference a pattern which is clearly visible, and has a

tread of at least one millimetre in depth; or

• which is fitted with a pneumatic tyre which contains a tyre

tread-depth indicator, if the tread is level with the tyre tread-

depth indicator.”

Dunlop Tyres tread-depth indicator is at 1.6mm.

This is very important legislation aimed at protecting the

motoring public (and pedestrians) from the dangers of badly

worn, smooth or near smooth tyres which include reduced braking effectiveness, lack of

steering response and even total loss of control in wet conditions (aquaplaning). Driving with

smooth tyres could be costly, with heavy fines being levied against non-compliant motorists.

DRIVING IN THE WET

Always remember that even with new or slightly worn tyres, you should reduce speed in the

wet and increase the following distance behind the car in front. This is particularly important

after a long dry spell when rubber crumb, diesel fuel and oil, together with pollutants absorbed

by the tar, will rise to the surface of roads forming a slippery film.

The chart on page 10 gives a clear indication of how, with smooth tyres, wet road grip

dramatically decreases as speed increases. The stopping distance will also increase as the

tread pattern wears down. In wet conditions, a combination of the two, i.e. smooth tyres plus

high speeds, will result in the complete loss of traction (aquaplaning).

A tyre cannot function properly unless it is inflated to the correct pressure. In fact, incorrect

inflation pressure can cause irreparable damage to car tyres, apart from being a potential road

safety hazard.

Underinflated tyres that run for a long distance at high speed will eventually disintegrate as

temperatures rise higher than those for which the tyre was designed – the excessive flexing

will cause casing break-up or tread looseness.

To help the motorist spot a worn

tyre before it becomes legally

actionable, Dunlop – and other tyre

manufacturers – build humps or

tread wear indicators into the

grooves in the tread at six points

around the circumference. These

show when the tyre should

be replaced.

9

SAFETY

STOPPING DISTANCE vs TREAD DEPTH @ 50 km/h

WITH 1 mm WATER ON ROAD

REDUCTION IN WET ROAD GRIP WITH SPEED

1. TREAD DEPTH

2. SPEED

Tread remaining (mm) Stopping distance Comment

New (± 10 mm) 17.4 m

3 mm 20.3 m Minimum recommended for longjourneys

1.6 mm 24.4 m European legal minimum improvedthe stopping distance by 7.3 m

1.6 mm 24.4 m Local manufacturers tread wear indicator

1 mm 31.7 m Current legal minimum

10

3

1.6

1

STOPPING DISTANCE (m)(Length of taxi = 4.7 m) 17.4 20.3 24.4 31.7

TR

EA

D D

EP

TH

(m

m)

100

50

TY

RE

RO

AD

GR

IP %

SPEED – km/h

60 90 12030

0

New or slightly worn tyres

Partially worn tyres

Smooth tyres

10

EFFECT OF WET ROADS

ON TYRE PERFORMANCE

Check your tyre pressure when tyres are cold. Do this every time

you fill up your tank and ensure that at all times they are inflated

to the pressures recommended by the tyre manufacturer for the

vehicle to which they are fitted and for the loads and speeds

contemplated. Ensure that the spare wheel is checked at least

once per month.

Motorists must remember that a correctly inflated tyre will

generate heat while travelling, but this temperature will

eventually level off well within the critical design temperatures

of the tyre.

HEAT IS THE KILLER

An underinflated tyre, with its sidewall deflection greatly

increased will, as it flexes, generate more heat than normal in the rubber. The temperature

will begin to creep up until it passes the critical running temperature of the components. As

the heat level continues to rise, the physical properties of the rubber start to deteriorate.

Runaway temperature generation can cause a vicious circle of destruction.

Separation of the components will eventually occur and the whole structure will collapse,

with the tread coming off and the mutilated casing coming apart. Dramatic? Yes, but remember

the results of pressure maintenance neglect could be fatal.

Underinflation also increases shoulder wear. In cornering, the slip angle is increased and

heavier steering results. Under braking, acceleration and cornering the car will

be unstable, while grip is radically lowered.

Never let air out of hot tyres as a pressure build-up of around 20% is normal on a

long journey.

Apart from the very real dangers of running with underinflated tyres, it is a costly mistake. A

tyre underinflated by 20% will lose 10 to 15% of its tread life, while a tyre underinflated by

30% will more than likely fail through component separation before it has completed 50%

of its life. A tyre which is losing air through a puncture or leaking valve, and has deflated to

around 20% of its correct pressure (that is approximately 50 kPa), will fail within 20 kilometres

at normal speeds.

A final point on underinflation. Apart from ruining a good set of tyres, extended underinflated

running can increase your car's fuel consumption by up to 10%.

When setting off on a long journey, especially when going on holiday, increase your pressure

by 30 kPa above normal to counter the extra load and speed which increases tyre deflection,

resulting in rapid wear through excessive heat build-up.

Mounted on a test machine,

this tyre running at only 30%

inflation at 200 km/h dramatically

demonstrates the stress caused

by the deflection ripple or

standing wave.

11

TYRE PRESSURE

BASIC INFLATION PRESSURE (kPa) VERSUS SPEED AT THE MAXIMUM LOAD OF THE TYRE,

TO BE USED FOR STANDARD TYRES IN THE ABSENCE OF AGREEMENT WITH THE TYRE

MANUFACTURER

Speedcapability

of thevehicle

Speed symbol

Q R S T U H V W Y

kPa kPa kPa kPa kPa kPa kPa kPa kPa

1. For intermediate maximum speeds, linear interpolation is permitted.

2. Rounding off of the inflation pressure figures is performed to the nearest 10 kPa.

3. Consult the tyre manufacturer before inflation pressures below 2.0 bar are used at speeds higher than 190 km/h.

160 km/h 250 250 250 250 250 250 250 250 250

170 260 260 260 260 260 260 250 250

180 260 260 260 260 260 250 250

190 270 270 270 270 250 250

200 270 270 270 260 250

210 280 280 270 250

220 280 280 250

230 280 290 260

240 280 300 270

250 300 280

260 300 290

270 300 300

280 300

290 300

300 300

12

INFLATION PRESSURE

PERCENTAGE OF LOAD CAPACITY (%) VERSUS SPEED

1. For intermediate maximum speeds, linear interpolation of the tyre load capacity is permitted.

2. For speed capabilities over 300 km/h, the percentage of the load capacities and the relevant inflation pressures

will be agreed between vehicle and tyre manufacturers (or their national associations) taking into consideration

the vehicle characteristics and the type of service.

* The maximum inflation pressures quoted in the table are for pressure/tyre dimensional purposes. In practice those

used on the vehicles may be different following agreement between the tyre and vehicle manufacturers. They take

into account not only tyre load-carrying capacity, but also the operating conditions, maximum speed, the position

of the tyre on the vehicle, service conditions and the construction and characteristics of the vehicle.

In particular, for higher speeds, increases in pressure are recommended. These increases are determined by agreement

with the tyre manufacturer.

It is recommended that cold inflation pressures be limited to 3.2 bar for sizes having a speed symbol up to T, to 3.5

bar for sizes having a speed symbol H, V, W or Y, reinforced tyres and ZR marked tyres.

Whilst every care has been taken in preparing this information, no liability can be accepted for any errors or inaccuracies.

Speedcapability ofthe vehicle

(km/h)

Speed symbol

% % % %

H V W Y

13

210 100 100 100 100

220 – 97 100 100

230 – 94 100 100

240 – 91 100 100

250 – – 95 100

260 – – 90 100

270 – – 85 100

280 – – – 95

290 – – – 90

300 (2) – – – 85

POINTS TO CONSIDER

1. MIXING VARIOUS SPEED RATED TYRES

With the proliferation of car tyre sizes and makes of tyres in the Southern African market,

the same size tyre with various speed ratings is readily available.

Many people are of the opinion that with our open road speed restrictions, they do not

require a tyre capable of 210 km/h (H rated) or higher, fitted as original equipment to the

vehicle. Purely from a speed point of view, this may be so, and a ‘T’ rated tyre (190 km/h)

may be more than adequate, but other aspects such as the tyre’s construction and rubber

compounding must be taken into consideration.

The higher the speed rating, the more emphasis is placed on road holding, steering

response, stability and high speed safety. It is for these reasons that when tyres with a

lower speed rating or a budget equivalent are fitted, the driver sometimes feels that the

car no longer handles as it did previously. (Refer page 6 – Speed Ratings/Symbols).

Note: If for some reason 2 tyres of a lower speed rating are fitted, they must be fitted to

the steering axle. The same reasons apply, i.e. TR tyres have a higher slip angle than HR

tyres. Tyres of a different speed rating must only be fitted in an emergency and must be

replaced as soon as possible.

2. DO NOT BUY 'DOWN'

From a safety point of view and to comply with insurance requirements, high speed steel

radial tyres (HR, VR, ZR, YR) fitted as original equipment must not be replaced

with lower speed rated steel radial tyres (TR, SR) and definitely not with textile

radial and bias tyres.

3. NEW TYRES TO THE REAR

Many motorists and tyre outlets are of the opinion that, when only two tyres are replaced

on a car, they should be fitted to the front axle. This is not correct.

The following extract from a statement published by the British Rubber Manufacturers

Association (BRMA) clarifies this matter:

“An analysis of technical enquiries received by BRMA members has confirmed the belief

that many customers – dealers and users alike – are of the opinion that, when only two

tyres are replaced on a car, they should be fitted to the front axle. This was undoubtedly

the case a number of years ago when it was felt that the retention of vehicle control was

more critical with front-wheel deflations and, therefore, that the new, and thus less

vulnerable tyres, should be fitted to the front.

WHEN REPLACING TYRES

14

The current tyre industry recommendation is, as a general rule: NEW TYRES TO THE

REAR. This applies to both front- and rear-wheel drive cars.

Primarily, the justification is increased safety, particularly in the wet, where it has been

demonstrated that, with the partly worn tyres fitted to the rear, their diminished water

dispersal capability leads to a greater tendency towards oversteer and thus loss of control.

Similarly, straight line braking in the wet can be adversely affected. It is also arguable that

used tyres are more prone to punctures and since it has now been established that rear

deflations are more likely to cause loss of control, this is another reason for fitting new

tyres to the rear.

As a secondary benefit for the owners of low annual mileage front-wheel drive cars, the

switching of the partly worn rear tyres to the front, enabling the new tyres to be fitted to

the rear, creates a cycle which helps prevent their deterioration due to ageing/prolonged

exposure. The rear tyres wear relatively slowly and leaving them in their original positions

for a prolonged period can result in the need to replace them before they are significantly

worn.

NOTE: There are certain circumstances where the principle of NEW TYRES TO THE REAR

does not or may not apply. For example:

• where the front and rear tyre sizes are different

• where the two new tyres are of a lower speed rating

• where the characteristic rear concave wear pattern has developed to an extent that

moving rear tyres to the front would affect the stability of the car

• where the vehicle is fitted with directional front and asymmetric rear tyres as original

equipment by the vehicle manufacturer

• on certain four-wheel drive vehicles where it would result in significant differences in

tread-depth.

If in doubt, please contact our South African Call Centre on 0800 335 722 toll-free.

4. DON'T FORGET THE SPARE TYRE

Particular attention must be paid to spare tyres. When replacing tyres, remember to fit the

spare tyre onto the car. This ensures that the tyre will be used within a few years of

manufacture.

It must be kept in mind that a tyre that has not been on the road and has spent five years

or more in the boot of the car may have the appearance of a new tyre. In actual fact, from

a manufacturing point of view, the tyre is five years old. Natural degradation of the rubber

compound of the tyre over several years may cause the tyre to lose its

15

protective capabilities, becoming brittle and cracking. Anti-oxidants and anti-zonants

which tyre manufacturers build into tyres to slow down ageing, gradually migrate to the

tyre’s surface. This finally results in the rubber compound oxidising, thereby losing its

protective capabilities. The same applies to the various compounds used in the process

of bonding the rubber to the steelcord. In both cases degradation takes place, irrespective

of whether the tyre is being used or not.

Check the date of manufacture indicated on the sidewall of the tyre (see page 4 for

tyre sidewall markings) – the life span of a tyre is approximately five years, whether it is

driven on or not. Beyond this period the compound deteriorates and the tyre could

become unsafe.

5. SPACE-SAVER TYRES

Obviously, using the spare tyre when replacing tyres does not apply to vehicles which

have space-saver tyre spares.

Motorists whose cars are fitted with a space-saver spare or different size spare tyre should

not use it with other tyres on their vehicles indefinitely; they are incompatible with the

other tyres and could pose a serious safety risk over long distances.

NOTE: These tyres are only meant to travel over a short distance in an emergency

and have a restrictive speed (indicated on the sidewall) which must be adhered to for

safety reasons.

6. RUN FLAT TECHNOLOGY TYRES

Some cars fitted with run flat technology tyres (also known as Dunlop Self Supporting

Technology tyres) do not have a spare tyre, as these tyres can travel for 80 km at 80 km/h

after a tyre suffers deflation. Run flat tyres cannot be repaired if punctured and must

be replaced. Although standard tyres can be fitted to a vehicle with run flat tyres, this

is not recommended as it may affect the vehicle warranty.

It is recommended that run flat tyres should only be serviced by a run flat technology

authorised dealer only.

16

WHEN REPLACING TYRES

7. FIT NEW TUBELESS VALVES WITH NEW TYRES

One of the main components of the tubeless valve is rubber, which will, as in the case of

tyres, deteriorate (perish) over a period of time. This is due to exposure to the sun, ozone,

solvents etc. For added safety, replace the tubeless valve when fitting new tyres. Remember,

the main cause of sudden tyre failure is dangerously low inflation pressure.

8. VALVE CAPS

These very important items keep dirt and moisture out of the valve. If you are missing

valve caps, replace them. Wherever possible, use steel valve caps, not plastic. Steel valve

caps prevent air leaking from the valve if the valve core is faulty.

9. BALANCING TYRE/RIM

The tyre/rim assembly is usually balanced when tyres are being replaced.

This procedure is vital to avoid unnecessary vibration and irregular wear on tyres fitted

to cars, bakkies, caravans and trailers.

10. “ECO-FRIENDLY” TYRES

These tyres are built with a silica-based tread compound which reduces fuel consumption

due to reduced rolling resistance. They also have superior wet grip characteristics. If your

vehicle’s previous tyres were silica based, it is advisable to replace them with the same.

11. DIRECTIONAL PATTERNS/ASYMMETRICAL PATTERNS

Tyres with directional or asymmetrical patterns must be fitted with the direction arrow or

“outside” engraving visible on the outer side of the rim.

17

Tyre wear reveals a great deal about the way a tyre has been maintained, as well as indicating

possible mechanical problems with the car. Learning to recognise these problems early will

save a great deal of trouble and money.

SHOULDER WEAR

Under-inflation

Insufficient air in a tyre shifts the weight carried by the tyre to the

edges of the tread causing the shoulders to wear more than the

centre.

Solution:

• Inflate to the car manufacturer’s recommendations. Refer to the

owner’s manual, or decal in the glove box, petrol flap or doorjam

• Rotate tyres (see rotation on pages 24 and 25)

• Replace badly worn tyres.

Suspension misalignment

Often caused by worn or damaged parts e.g. Camber.

Solution:

• Inspect suspension and repair

• Check and adjust wheel alignment after repairs

• Replace badly worn tyres.

Incorrect wheel alignment

This prevents the tyre from following the natural line of travel creating

side forces which ‘wipe across’ the tread causing rapid and uneven

wear.

Solution:

• Check and adjust wheel alignment

• Replace badly worn tyres.

18

TYRE WEAR

Hard driving

Especially on winding or curving roads.

Solution:

• Suggest reducing driving speed and avoiding heavy

braking to prevent further damage

• Rotate tyres

• Replace badly worn tyres.

CROWN WEAR

Over-inflation

Too much air in your tyres causes them to bulge out in the centre

and wear unevenly. Over-inflation also makes tyres more vulnerable

to impact damage.

Solution:

• Inflate to the car manufacturer’s recommendations.

Refer to the owner’s manual, or decal in the glove box,

petrol flap or doorjam

• Rotate tyres

• Replace badly worn tyres.

IRREGULAR WEAR

Mechanical fault

Either the king-pins, shock absorbers, wheel bearings or brakes.

Solution:

• Inspect for mechanical damage and repair

• Check and adjust wheel alignment after repairs

• Replace badly worn tyres.

19

Incorrect wheel alignment – heel and toe wear

Caused by misalignment.

Solution:

• Check and adjust wheel alignment

• Replace badly worn tyres.

SIDEWALL BULGE

Impact damage

Sidewall deflation damage is caused by the rim rubbing

against the inside of the tyre due to the gradual loss of tyre

inflation pressure, over time.

Solution:

• Inspect tyre for damage and replace if necessary

• Regularly check tyre pressures.

SIDEWALL DAMAGE

Sidewall cut

This is caused by an impact that may have been due to

driving over potholes or hitting a kerb. This might ‘throw a

balance weight’, causing the wheel to be out of balance.

Solution:

• Inspect tyre for damage and replace if necessary

• Check and adjust wheel alignment and balance

• If you have hit a pothole or kerb always have your tyre and rim checked to see if there is

any internal damage to the tyre or if the rim is damaged

• Replace or repair the rim.

20

TYRE WEAR

Rim damage

An impact to your wheel could cause damage to your rim. Sometimes

you might see an actual dent. However, the rim may be out of shape

even if no dent is evident. You might not detect any fault whilst

driving on your old tyre, but when a new tyre is fitted you will likely

notice the difference.

Solution:

• Always have your wheel checked when it has had an impact

• Replace or repair the rim if damaged

• Replace the tyre if damaged.

NEED FOR REGULAR INSPECTION

All these illustrations show tyre reactions to abnormal factors which, if put right straight away,

would in most cases cost a lot less than one new tyre. Take a walk around your car once a

month, or even more frequently, and examine the tyres for signs of any of the abnormal wear

factors shown.

21

IMPORTANT POINTS

1. EXTEND TYRE LIFE

One of the most frustrating experiences for a car owner is to have one or two tyres wear

out before the others, whether on the front or the rear of the vehicle. This unusual wear

is most commonly caused by incorrect alignment.

Incorrect wheel alignment prevents the tyre from following the natural line of travel,

creating side forces that “wipe across” the tread, causing uneven and rapid wear.

2. ENSURE SAFE DRIVING

Should the rear axle be misaligned (see figure on page 23) it will try to take over the

steering function, causing the driver to correct with left hand or right hand down. This

causes irregular and rapid tread wear on the front tyres and can also lead to vibration. A

periodic four-wheel alignment check makes sure your car handles properly and, more

importantly, provides an opportunity for inspecting the suspension system for defective

parts. The safe driving aspects may be the most important benefit of regular wheel

alignment checks.

3. STRETCH FUEL MILEAGE

Fuel efficiency increases as rolling resistance decreases. Proper wheel alignment sets all

four wheels parallel which, in turn, ensures minimum rolling resistance. This, plus proper

inflation, provides top efficiency for maximum kilometres.

4. IMPROVE HANDLING

Does your car pull to one side? Do you constantly have to adjust the steering wheel to

keep your car travelling straight ahead? These and other handling problems can generally

be corrected by a four-wheel alignment check.

5. GET A BETTER RIDE

Correct alignment will result in easier driving, enhanced comfort and stability as well as

a greater degree of safety.

22

WHEEL ALIGNMENT

6. FREQUENCY

Follow the vehicle manufacturer's recommendation in your owner's manual.

As a general rule, your vehicle's alignment should be checked every 20 000 kilometres

or at least once a year.

You should have the alignment checked if you notice any of the following:

• Odd tyre wear, front or rear

• Steering wheel pulls to left or right

• Feeling of looseness or wandering

• Steering wheel vibration or shimmy

• Steering wheel hard to turn.

F

R

Thrust angle

Rear axlemisalignment

23

VEHICLE VIBRATIONS AND RIDE DEFECTS

An imbalance in any rotating component of a car can cause vibration. In many cases it can

be easily rectified by normal tyre balancing.

If, after accurate balancing, the vibration continues, then the problem will in all probability be

centred in one of the following components – tyres, rims, prop shaft, shock absorbers, engine

mountings or half shafts.

It is recommended that all the above factors be checked. Garages and tyre specialists are equipped

to carry out these checks and deal with these problems.

HOW TO REDUCE TYRE AND FUEL COSTS

1. DRIVE SENSIBLY

It is obvious that harsh driving techniques are going to affect tyre wear just as they affect

fuel consumption. By driving sensibly and anticipating action on the road ahead, braking

and acceleration can be more gentle and cornering more comfortable.

In this way, one can improve tread life.

2. WHEEL ALIGNMENT AND BALANCING

Vehicles correctly aligned with balanced tyres will give increased tyre life and lower fuel

consumption.

3. DUNLOP SAVES YOU FUEL

When a tyre has silica in the tread rubber, there is less friction between tyre and road

(less rolling resistance). This means that less fuel is needed to drive the vehicle forward.

Provided the tyres are kept at the correct pressure, there will be a significant reduction in

the fuel consumption.

4. REGULAR TYRE CHECKS AND ROTATIONS

Regularly check inflation pressure for improved tread life, casing life and fuel consumption.

Rotate tyres at regular intervals for improved tread life, a reduction in irregular wear especially

on the rear tyres of front wheel drive vehicles, and perfect handling and steering effort.

Regularly inspect your tyres to pick the best times to rotate and detect slow leaks earlier

You will have early warning of mechanical problems and notice tyre damage before failure

can occur.

24

VEHICLE VIBRATION/ECONOMY

RIMS

Wide rims in either steel or alloy are popular and seldom cause any tyre problems.

Tyre and rim fitment should be to SABS specifications.

PRESSURE

The importance of maintaining the correct inflation pressure is covered under

Tyre Pressures on pages 11–12.

ROTATION

Tread life, directional stability, steering effort and general roadholding will benefit from regular

tyre rotation.

Due to the different service conditions on the front and rear axles, tyres can wear unevenly.

By changing tyre positions at correct intervals, it is possible to retain a well shaped contact

patch or profile.

The contact patch is the area of the tyre that is in contact with the road. This is, therefore, the

part of the tyre that provides the road-handling and grip. The more uniform the area of the

contact patch, the more the tyres can “grip the road”. For this reason, it is extremely important

that you rotate your tyres regularly, to ensure that each of the tyres retains a uniform

contact patch.

The key is to rotate the tyres at regular intervals, every 5 000 to 8 000 kms, before any abnormal

wear patterns begin to develop. Once an abnormal pattern of wear begins, it is very difficult

to prevent it from growing. The wear pattern will vary and could be due to normal front- and

rear-axle wear or mechanical wear as a result of misalignment.

25

IMPROVING

TYRE PERFORMANCE

FRONT-WHEEL DRIVE VEHICLES

FRONT TYRES

The wear rate of the front tyres fitted to front-wheel drive (FWD) cars is a great deal higher

than the rear tyres. This is due to the front tyres having to contend not only with the steering

forces but also the effects of drive torque and braking forces.

REAR TYRES

Although these free-rolling, non-driven rear tyres do very little “work”, they still wear and may

develop irregular or uneven wear patterns. Irregular tread wear may be experienced as choppy,

diagonal or heel-and-toe wear. Contributing factors to this wear condition can be mechanical

(excessive toe settings), low inflation pressures or lack of regular rotation.

This wear pattern is usually first noticed when the tyres are rotated to the steering axle for

the first time at 20 000 km. They may vibrate or are “noisy” and a drumming noise similar to

a faulty wheel bearing can be heard coming from the axle. When this condition is encountered

the following action is recommended:

a. As a precaution check wheel bearings for damage or excessive play

b. Have vehicle's wheel alignment reset to vehicle manufacturer's specifications, bearing in

mind that, for the best tyre performance, the toe setting left and right should be to the

'tightest' and, if possible, the same specifications

c. If irregular wear is minimal, the wheel should

be balanced and moved to the front position

(see page 27 for correct rotation).

In the case of heel-and-toe wear, it would be advantageous

if the difference between the shoulder tread bars is severe

0.6 – 0.8 mm, to interchange the tyres crosswise. This will

change the rolling direction of the tyres. It should be noted

that whenever the direction or rotation of a partly worn tyre

is changed, a temporary tyre noise could develop. This problem

will diminish as the wear pattern returns to normal.

If tyres show no signs of irregular wear then the rotation should

be carried out as illustrated.

Please note that this rotation methology does not apply

to directional tyres as the direction indicator of the tyre must

always be adhered to in order for it to perform at its

optimal level.

RRLR

RFLF

Front-wheel drive vehiclesrotation to eliminate

heel-and-toe wear

26

IMPROVING

TYRE PERFORMANCE

REAR-WHEEL DRIVE VEHICLES

Radial tyres tend to wear more in the crown area when fitted to the drive axles on a rear-

wheel drive car (even when correctly inflated), while steering radials will wear down more on

the shoulders. Provided the tyres are moved before this wear pattern becomes too pronounced,

a good shape will be retained.

The most common procedures for rotating tyres are illustrated below.

Front-wheel drivevehicles

Rear- and four-wheel drivevehicles

Directional tyreson vehicles

RRLR

RFLF

RRLR

RFLF

RRLR

RFLF

27

FITTING TYRES

Always use an approved bead lubricant to ensure proper bead seating, and eliminate bead

damage. Make sure the ‘fitting lines’ on the sidewall of the tyre are at equal distances from

the rim flange. Ensure that the rim is not buckled or bent, as these faults will cause ride defects

with radial tyres. Always clean the rim where the tyre bead interfaces with the rim.

Always fit a new tubeless valve with a new tyre.

Fitting marks – Dunlop tyres will be marked in the lower sidewall area with a 10 millimetre

white or yellow dot. This dot, indicating the high point of first harmonic, must be fitted opposite

(180 degrees away from) the high point of run-out on the rim. Most rims are marked at this

point either with a paint mark, punch mark or an 'H' stamped on the flange or centre piece.

In some cases the low point of run-out is marked at this point with a 'L' stamp on the flange.

Naturally the tyre’s first harmonic high (white or yellow dot) will be fitted adjacent to this

mark. Rims often change during use, so it is worthwhile physically checking for this high point

when fitting tyres to well-used rims.

This procedure is essential for an absolutely smooth ride.

A red dot or cross (X) will also be found on Dunlop tyres. This indicates the light point of static

balance and must only be used if no marks are found on the rim i.e. red dot adjacent to valve.

It is recommended that all the above factors be checked.

PUNCTURE REPAIRS

A deflated tyre must be removed from its rim to permit

internal inspection for any damage caused when the tyre

was deflated.

Such secondary damage can consist of:

a. Internal damage to the casing by the penetrating object

b. Internal tubeless liner damage by abrasion

c. Casing cord dislocation (casing break up).

The damage cannot be detected unless the tyre is taken

off the rim.

If the tyre is merely plugged from the outside without removing it from the rim to inspect

the inside of the tyre, the undetected internal damage could result in tyre failure at a later

stage, possibly with disastrous results.

28

DEALER ADVICE

To quote the British Standard BSAU 159c:

“It is a requirement of this standard that punctured or damaged tyres be removed from their

rims for internal examination for secondary damage which, if ignored, could be a safety hazard.

Therefore, neither plugs externally applied to fitted tyres nor liquid sealants are recognised

as acceptable repair methods”.

Nothing in the above refers to plug/patch combined units, fitted from the inside of the tyre.

The plug/patch repair method is very satisfactory and ensures that no ingress of moisture or

dirt can damage the tyre casing.

Slow leaks are the root cause of most tyre failures.

A tubeless tyre should require only a few kPa to top up after as much as six weeks.

If any of your tyres need more than 20 kPa at your normal pressure check, have it properly

examined.

If you are inflating a tyre more often than usual, then it may have a slow puncture.

This could be caused by a nail or sharp stone lodged in the tyre or a leaking valve.

If you suspect a slow puncture, have it checked by your Dunlop dealer.

BALANCING – CARRIED OUT BY TYRE DEALERS

Static imbalance is effective in the vertical plane causing a heavy tramp effect which can be

countered by balance weights opposite the heavy spot. This is not to be confused with dynamic

balance which produces a side-to-side shake in the horizontal plane.

This is also countered by balance weights.

If balancing is done properly, vibrations will normally be eliminated. If they persist, the problem

might be tyre non-uniformity or an imbalance in other components of the vehicle (see Vehicle

Vibrations and Ride Defects on page 24).

29

DEALER ADVICE

10- TO 16-SEATER MINIBUS TAXIS/SCHOOL BUSES

Surveys have shown that most minibuses are operated with tyre pressures well below the

minimum pressure required for the tyre to function correctly.

This can cause heat separation and sidewall breakdown etc. It also reduces tyre life and

increases fuel consumption, resulting in higher operating costs.

The Commercial 'C' Radial Light Truck Tyre must be used on the 16-seater vehicles and we

strongly recommend its use on the 10-seater vehicle.

The Commercial Radial tyre was specially designed and developed for the minibus.

The major criteria in its development was that its combined load-carrying capacity had to

meet and exceed the maximum axle mass loads as specified by the various vehicle

manufacturers. For this reason the load-carrying capacity of the Commercial Radial is far

greater than that of the equivalent car radial tyre.

TYRE PRESSURES

The tyres must also be inflated to a higher pressure than the car equivalent. Remember that

car tyres are not designed to carry the loads required by minibuses and will fail due to

overloading.

The driver of the minibus, whether a taxi operator or school teacher, must check the tyre

pressure every time the vehicle fills up with fuel; remember that tyre pressure must be checked

when the tyres are cold, to prevent false readings.

Remember that the driver is both morally and legally responsible for the lives of the passengers

in the vehicle.

NOTE: Commercial 'C' Radial Light Truck tyres fitted to bakkies should also be inflated to the same pressures as

recommended for minibus operations.

WHAT DOES THE LAW SAY ABOUT TYRES FITTED TO MINIBUSES?

Road Traffic Regulation 360(1)(vii) requires that the minibus must be plated with permissible

front and rear axle mass load (denoted as 'A' on the vehicle plating).

The operator must ensure that the load-carrying capacity of the tyres is at least equal to this

plated figure.

The tyre load-carrying capacity is given in SABS 1550:1992 and relates to tyre pressures.

Remember that all tyres have a maximum pressure beyond which tyre failure can occur. This

maximum limit is also given in SABS 1550.

This law applies to minibuses registered after 1 January 1989.

30

MINIBUSES

INFORMATION ON TYRES FITTED TO CARAVANS AND TRAILERS

One of the major safety factors which is frequently overlooked when it comes to towing

caravans and trailers is the tyres.

Vehicles such as caravans, boat trailers, etc. which are normally not used all year round should

be thoroughly inspected prior to re-use. Exposure to the elements, like sun, rain and cold

weather for long periods cause deterioration of the tyre components. Look for signs of age

deterioration in the tyres, such as sidewall cracking and carcass deformation. This slow

deterioration of the tyre components can lead to sudden failure when loaded or travelling

at speed. Caravan and trailer owners should also check for bulges, lumps and cracks that could

indicate tyre deterioration.

Tyres on a stationary vehicle, particularly those parked in coastal areas, always age and crack

more quickly than those which are run frequently. If your caravan is going to stand for a long

time it is a good idea to shield the tyres from direct light with old sacks. To preserve the life

of your tyres, chock-up the caravan or jack the weight off the tyres, so the weight of the vehicle

does not rest on the tyres, spray tyres with protective silicone and cover them with black

plastic bags. Better yet, remove the wheels totally and store them flat in cool dry conditions

out of the elements in black bags. Always check caravan and trailer tyres for sidewall and tread

deterioration before and after each journey. If in doubt about your tyres, have them checked

immediately by a tyre dealer.

Tyre pressures must always be checked and adjusted when the tyres are cold, never during

or just after a journey, as tyres will be hot and will therefore register a higher pressure. NEVER

reduce pressures when tyres are warm/hot as the pressure will be too low when the tyres cool

down.

The correct pressures for your car tyres will be found in the dealer handbook but it is

recommended that the rear tyres are inflated by an extra 30 to 40 kPa when towing to improve

handling and to carry the extra load on the tow hitch.

For tyres fitted to caravans and trailers, an increase of 10% over the load capacities given in

the tables published in SABS 1550 is allowed, provided the specified inflation pressures are

increased by 20 kPa. When tyres are so used, irrespective of what speed rating may be marked

on the tyre, the MAXIMUM OPERATING SPEED SHALL BE RESTRICTED TO 100 KM/H OR LESS.

For caravans and trailers, speeds in EXCESS OF 100 KM/H up to and including the tyre speed

rating, the tyre shall be operated normally and NO INCREASE IN LOAD OR INFLATION PRESSURE

IS PERMITTED (see following table).

31

CARAVAN AND

TRAILER PERFORMANCE

MASS ON TOW HITCH

Always ensure that there is about 70 kg caravan mass transfer on the tow hitch, with all heavy

items placed over the centre of the axle, thus reducing “fishtailing” and rapid, uneven tyre

wear. This will help the caravan tow in a stable manner. If there is insufficient mass on the

hitch the caravan will sway (snake). It could also “lift” the rear suspension leading to instability

and possible damage.

When towing with a front-wheel drive vehicle, ensure that the tow vehicle and caravan are

on a horizontal plane when fully loaded.

Should there be any tail-end sag on the tow vehicle, the performance of the vehicle will

be adversely affected due to traction loss and lack of steering direction stability (wander).

This condition will be aggravated in wet conditions and/or on hilly terrain.

It may be necessary to fit a rear suspension aid if rear-end sag is present.

FOR TYRES FITTED TO CARAVANS AND TRAILERS

MAXIMUM LOAD (Kg) AND PRESSURE (kPa) PER TYRE

Up to 100 km/h Over 100 km/h

Tyre size designation Kg kPa Kg kPa

145 R 10 68 S 346 240 315 220

155 R 12 76 S 440 240 400 220

155 R 13 78 S 467 240 425 220

165 R 13 82 S 522 250 475 230

175/70 R 13 82 S 522 270 475 250

175 R 14 88 S 616 250 560 230

32

CARAVAN AND TRAILER TYRES

TYRE CONVERSIONS

PASSENGER TYRE SPEED RATINGS AND CONVERSION TABLE

This chart shows tyre conversion options based on current tyre sizes fitted to vehicles. To find

conversion size options, identify the current fitted tyre size and choose a new tyre size along

the same horizontal line.

This is a guideline only as not all options are practical.

OD: Overall diameter of the tyre. Physical outer measurement of the tyre as per legislated dimensional requirementsas specified by SABS and ETRTO (European Tyre and Rim Technical Organisation).

WARNING:1) Vehicle clearance must be verified for section width and height when considering a wider tyre.

2) When considering tyre conversions, correct selection of wheel rims for tyre size/sizes chosen is critical.Refer to legislated dimensional requirements as specified by SABS and the ETRTO.

Updates are printed on: www.dunloptyres.co.za

Whilst every care has been taken in preparing this information, no liability can be accepted for any errorsor inaccuracies.

CAR RADIAL INTERCHANGEABILITY GUIDE

80 OD 70 OD 65 OD 60 OD 55 OD 50 OD 45 OD 40 OD 35 OD 30 OD

145/80 R 10 486 165/70 R 10 486

155/80 R 13 578 175/70 R 13 576 175/65 R 14 584 185/60 R 14 578 195/50 R 15 577 215/45 R 15 575

165/80 R 13 594 165/70 R 14 588 185/65 R 14 596 195/60 R 14 590 195/55 R 15 595 205/50 R 15 587 205/45 R 16 590 205/40 R 17 596

175/70 R 14 602 175/60 R 15 591

175/80 R 13 610 185/70 R 14 616 175/65 R 15 609 185/60 R 15 603 205/55 R 15 607 225/50 R 15 607 215/40 R 17 604 245/35 R 17 604

195/65 R 14 610 195/60 R 15 615 205/50 R 16 612 205/45 R 17 616 225/40 R 17 612

185/65 R 15 621 205/60 R 15 627 195/55 R 16 620 215/45 R 17 626 235/40 R 17 620

195/70 R 14 630 195/65 R 15 635 205/55 R 16 632 225/50 R 16 632 225/45 R 17 634 245/40 R 17 628

175/80 R 14 636 255/40 R 17 636

225/40 R 18 637

215/55 R 16 642 235/50 R 16 642 235/45 R 17 644 235/40 R 18 645 265/35 R 18 643

185/80 R 14 652 195/70 R 15 655 205/65 R 15 647 225/60 R 15 651 225/55 R 16 654 225/50 R 17 658 245/45 R 17 652 245/40 R 18 653 275/35 R 18 649

205/70 R 15 669 255/40 R 18 661 255/35 R 19 661

265/40 R 18 669

225/60 R 16 676 225/55 R 17 680 245/45 R 18 677 275/40 R 18 677 275/35 R 19 675

245/40 R 19 679 245/35 R 20 680 285/30 R 20 680

235/60 R 16 688 255/45 R 18 687 255/40 R 19 687

235/50 R 18 693 245/45 R 19 703 275/40 R 19 703

275/40 R 20 728 285/30 R 22 731

285/50 R 18 743 295/45 R 19 749 295/40 R 20 744 305/30 R 22 743

33

INTERCHANGEABILITY GUIDE

www.dunloptyres.co.za

WH

AL

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Tollfree 0800 335 722

INTERNATIONAL HEAD OFFICEApollo Tyres Limited

Apollo House

7 Institutional Area

Sector 32, Gurgaon 122001

Haryana, India

Tel: +91 124 238 3002/03

Fax: +91 124 238 3017

Email: info@apollotyres.com

www.apollotyres.com

SOUTH AFRICA OFFICEPhysical Address

Apollo Tyres South Africa (Pty) Ltd

Dunlop House

265 Sydney Road

Congella, Durban 4001

South Africa

Postal Address

Apollo Tyres South Africa (Pty) Ltd

P.O. Box 925

Durban 4000

South Africa

Tel: +27 31 242 1111

Fax: +27 31 242 1366

Email: marketing@dunlop.co.za

www.dunloptyres.co.za