A tire detread is the result of a latent separation within the tire. Separations can occur from user abuse like a faulty puncture repair or a torn bead during rim mounting, but, mostly, detreads are caused by a latent separation manufactured into the tire during the tire building process.
Tire manufacturers use a vast array of scientists to design, test, and manufacture tires. Testing prior to production ensures component quality control and identifies optimal performance in accordance with the design. Testing during the manufacturing process ensures fidelity to the design. But, analysis of field performance perhaps best reveals to a tire manufacturer the success of their creation. Field data is compiled through the tire warranty system, returned tires, and damaged tires. While not perfect, the design of field data is to categorize the particular failure mechanism on each affected tire. For instance, if the tire failed from a blowout, the tire inspector will try to discern if the tire blew-out because of a cut to its sidewall. If so, the inspector will categorize the failure as sidewall cut. If the tire failed because of a separation between the tread and the belts, the inspector will categorize it as a tread/belt detachment. Tire companies want to collect tires that have experienced separation, because they need to discern whether the problem is isolated to the one tire or is more associated with a group. A group of tires that have experienced a separation may reveal a design issue or a problem with a particular manufacturing plant.
Tire companies typically design their own tires. At times, some tire manufacturers design tires in consultation with a particular tire retailer who sells replacement tires. Sometimes, they will design their tires in consultation with a vehicle manufacture to create original equipment for a particular tire model. Regardless, the design is obviously crucial to the safe operation of a vehicle. Allowing an outside company to associate in a tire design creates a conflict.
In the Ford/Firestone litigation, we learned that Ford knew its Explorer was more prone to rollover than other vehicles in its class. It also knew its Explorer was rollover prone because of its relatively high center of gravity. After calculating the cost of changing the Explorer’s design, Ford opted for a cheaper route: convince Firestone to create a tire to be used as Explorer original equipment that would serve the purpose of lowering the Explorer’s center of gravity. Firestone knew that such a tire would require a greater amount of the tread footprint interacting with the roadway, which would generate higher stress forces and greater heat throughout the tire, possibly exacerbating latent separations. But, the Explorer was the most successful selling sports utility vehicle ever to come on the market. Firestone chose money over safety.
The use of nylon cap plies is another example of tire companies choosing money over safety. A nylon cap ply is a safety net that is wrapped around the belt package under the tread. It’s incorporated into tires to prevent tread/belt separation. All tire companies are well aware of its pronounced benefit. But, most companies only include a nylon cap ply in its high-end tires. In their low-end tires, many tire companies will only include strips of nylon; while saving money on nylon, they are compromising its effect. Finally, low-end tires possess no nylon at all, subjecting its owner to the known dangers associated with tire detreads.
Most of the time, tires detread from a tire company’s negligent design or manufacture.
Written by:
Guy L. Watts, II
Watts Guerra LLP
4 Dominion Drive, Bldg 3, Suite 100
San Antonio, Texas 78257
Phone (210) 447-0500
© Watts Guerra LLP 2015
