If a tyre has the load markings "90/88" T after the tyre size surely it cannot have two load ratings of 560kg and also 600kg? Why the two figures with a slash in between them? I am aware of the speed rating T.
They are used for vehicles like commercial vans that have two wheels on each end of the axle, and fir vehicles that have only a single wheel on each hub. I believe the lower is for twin wheel set up.If a tyre has the load markings "90/88" T after the tyre size surely it cannot have two load ratings of 560kg and also 600kg? Why the two figures with a slash in between them? I am aware of the speed rating T.
They are used for vehicles like commercial vans that have two wheels on each end of the axle, and fir vehicles that have only a single wheel on each hub. I believe the lower is for twin wheel set up.
Well even 240 kg is more than the advised 10% margin.The marking is off a twin axle caravan with a MTPLM 2000kg. Seems at 88 it has a safety margin of "240kg? If the 90 is taken then adequate safety margin of 400kg.
They are used for vehicles like commercial vans that have two wheels on each end of the axle, and fir vehicles that have only a single wheel on each hub. I believe the lower is for twin wheel set up.
A load rating of 600kg makes me feel more comfortable. Highly unlikely we would ever get anywhere near 10% or 60kg of the safety margin. LOL!
Exactly right - so for caravanners only the first, higher figure is relevant - that's for single or twin axle caravans.
In the OP's example, regard them as 90T with a 600 kg rating - twin axles need a higher margin than single axles as the two axles may not be loaded evenly..
I've understood it just fine - the lower rating refers to twin wheels on one axle - but the extra margin is used with twin axle caravans.No, you have understood Otherclive's reply wrong. He was referring to twin wheels on one axle, not twin axles.
A load rating of 600kg makes me feel more comfortable. Highly unlikely we would ever get anywhere near 10% or 60kg of the safety margin. LOL!
Thank you for an excellent explanation and it has certainly enlighten me and increased my limited knowledge base. Never thought about it regarding speed, stress etc. When it is time to change the tyres we will certainly be looking at mid range with the determining factor the load rating.IMO, you can rest even easier in that there is also a hidden, far from insignificant margin.
In real life using a "T" speed rated tyre, i.e. 118 mph, twice the legal speed the caravan can go at on any road, massively increases the actual safety factor.
The loading credited is determined by the energy being pumped into the tyre by the flexing and various frictions and ambient involved, here carrying 600 kg at 118 mph.
So whilst they don't grant you a higher load carrying capacity if you don't go as fast as the rated speed 118 mph, or you use it in the typically lower ambient of the UK, the physical facts are the tyre must be way less "stressed" than it is specified to cope with.
To me an engineer, the facts of what our caravan's actually inflict on our tyres make it hard to understand the UK tyre retail trade body recommending to put yet another blanket 10% margin onto what the tyre makers have determined for a very much more arduous duty than we face? ( it certainly transfers to me their lack of confidence in their wares!)
I could better understand it if specifying it just for say "L" [75 mph] tyres, but not a blanket figure even here for 118 mph tyres working only at 60 mph and typically used mostly even slower.
My 1900 kg German van came shod with 109/107S, so 1030kgs at 112 mph, they risk just an 8.4% margin, but it was with Goodyear tyres.
IMO, you can rest even easier in that there is also a hidden, far from insignificant margin.
In real life using a "T" speed rated tyre, i.e. 118 mph, twice the legal speed the caravan can go at on any road, massively increases the actual safety factor.
The loading credited is determined by the energy being pumped into the tyre by the flexing and various frictions and ambient involved, here carrying 600 kg at 118 mph.
So whilst they don't grant you a higher load carrying capacity if you don't go as fast as the rated speed 118 mph, or you use it in the typically lower ambient of the UK, the physical facts are the tyre must be way less "stressed" than it is specified to cope with.
To me an engineer, the facts of what our caravan's actually inflict on our tyres make it hard to understand the UK tyre retail trade body recommending to put yet another blanket 10% margin onto what the tyre makers have determined for a very much more arduous duty than we face? ( it certainly transfers to me their lack of confidence in their wares!)
I could better understand it if specifying it just for say "L" [75 mph] tyres, but not a blanket figure even here for 118 mph tyres working only at 60 mph and typically used mostly even slower.
My 1900 kg German van came shod with 109/107S, so 1030kgs at 112 mph, they risk just an 8.4% margin, but it was with Goodyear tyres.
So what do you set your tyre pressures at, to carry the real load or carry the 10% or whatever extra you have fitted?
Undoubtedly running at pressures to potentially carry some extra, but non existing loading, will be more punishing to the van than running at the right pressure.
I simply use the tyres and pressures Hymer state in the manual, but it is IMO very harsh.
On our twin axle the recommended pressure is 49psi. On our previous Lunar Delta twin axle it was 35psi. It seems that the Buccaneer has commercial tyres and the Lunar had car tyres.So what do you set your tyre pressures at, to carry the real load or carry the 10% or whatever extra you have fitted?
Undoubtedly running at pressures to potentially carry some extra, but non existing loading, will be more punishing to the van than running at the right pressure.
I simply use the tyres and pressures Hymer state in the manual, but it is IMO very harsh.
Regarding design of caravans. Some caravans have all the heavy fittings on one side like fridge, oven and battery which does not help the tyres on that side.The tyres not actually been in use rolling for extended periods, and the longer time span of their use due to wear being trivial, could be factors, plus with sloppy caravan designs there could be quite asymmetric across the axle loading; these might be factors scaring the trade. It could also be they sell more expensive tyres than needed, or simply their lack of confidence in the integrity of compliance to spec across the very wide pricing range of similar claimed spec tyres. I have personal experience of appallingly substandard tyres been fitted to a new caravan, all three tyres.
Aging is certainly something that happens, I recall changing just one side tyre due to puncture wrecking it and was staggered by how that simple act altered its temperature rise related change in the running pressure, new tyre to old of the identical brand model etc.
Sorry, but my aging is denying me remembering with confidence which way it went!
The guess would be the new should have run hotter as the flexing would be greater than the hardened with age older tyre?
Regarding design of caravans. Some caravans have all the heavy fittings on one side like fridge, oven and battery which does not help the tyres on that side.
I think Swift stated at one time that the maximum asymmetric load can be 20%.. i came across that when ferreting around wondering why my offside suspension had “ relaxed” leading to a new axle being required.Regarding design of caravans. Some caravans have all the heavy fittings on one side like fridge, oven and battery which does not help the tyres on that side.
Our current caravan has the oven and battery on one side and the tall fridge on the other side so more or less balances out.As I said, "sloppy design", almost certainly passed off by a "stylist" as opposed to a "designer" but then it is this industry where standards are IME very low, not aviation, marine etc.