Tires And Wheels
Service And Repair

Tire repair at Torpedo covers steer, drive, and trailer positions for both tubeless and tube-type assemblies. We inspect the tire interior before performing any repair — a nail-hole in a drive tire that looks repairable from the outside may have internal liner damage that makes the tire unsafe to return to service. Interior inspection determines repairability, not just external appearance.

Tire replacement service includes matching the replacement to the tire size, load range, and tread pattern of the remaining tires on the axle. Mismatched tire circumferences on dual drive axle positions cause one tire to scrub against the pavement — accelerating wear and creating the same uneven wear pattern the new tire was installed to correct.

• Tire repair performed only after internal inspection confirms repairability
• Load range verified against axle rating before any tire is installed
• Drive axle duals matched within the allowed circumference difference

Wheel seal leaks on steer and drive axles are identified by oil streaking on the inside of the tire and oil contamination on the brake hardware. A leaking wheel seal allows axle oil to contact the brake linings — rendering the brakes unsafe and creating a DOT out-of-service condition that requires immediate attention.

Wheel seal replacement is performed with the hub removed and the spindle cleaned and inspected. A scored or pitted spindle bore causes premature failure of new seals — we measure the spindle contact surface and use a sleeve repair kit when the spindle surface is damaged to restore a proper sealing surface without spindle replacement.

• Hub oil level confirmed and filled to specification after seal replacement
• Brake linings inspected for oil contamination after every wheel seal job
• All contaminated brake hardware cleaned or replaced before truck is released

Wheel bearing service covers bearing endplay measurement, race condition, and hub bore inspection. We measure and set bearing endplay to specification using the manufacturer’s adjustment procedure — a critical step that is frequently skipped, resulting in bearings that are either too tight or too loose and fail prematurely.

Hub removal and inspection is performed on all hubs with bearings that show roughness, noise, or endplay outside of specification. Hub bore measurement confirms the bore is round and within tolerance before new races are installed — an out-of-round or oversized bore will not support the race correctly and causes premature bearing failure regardless of bearing quality.

• Spindle nut torqued to specification after bearing adjustment
• Outer wheel seal and O-ring replaced with every hub service
• Wheel stud condition checked and damaged studs replaced during hub service

Correct tire inflation is the single most important factor in commercial truck tire life. Tires running 10% under inflation wear the shoulders and generate excess heat — a Class 8 truck tire running significantly under-inflated can suffer internal structural damage that is not visible from the outside before a sudden roadside blowout.

Tire inflation service at Torpedo covers all positions — steer, drive, and trailer — with a calibrated gauge and nitrogen or dry air inflation. We record pre-service pressures to identify positions that are consistently losing air, which indicates a valve core leak, a bead seal issue, or a slow puncture that is not yet visible from the exterior.

• All tires inflated to the correct cold inflation pressure for the axle load
• Valve cores and valve caps checked and replaced if leaking
• Consistent low-inflation positions identified and inspected for slow leaks

Rim inspection covers bead seat condition, rim flange integrity, and mounting surface flatness. Corroded or damaged bead seats prevent the tire bead from seating fully — causing bead leaks that present as tires that repeatedly lose air without a visible puncture. Rim bead seat cleaning and refinishing restores the sealing surface without rim replacement in most cases.

Rim crack inspection is performed visually and by dye penetrant testing on rims with impact damage or fatigue cracking at the disc-to-rim weld. A cracked rim is replaced — not welded — as welded commercial truck rims are not approved for return to service by the Tire and Rim Association and present a serious safety risk under operating load.

• Mounting face cleaned and inspected before every wheel installation
• Rim flange runout checked after mounting to confirm tire sits square
• Corroded rim center bore cleaned before hub-centric rim installation

Steer axle tires require special attention — they carry the lowest load on the truck but operate under the highest stress from steering inputs and road crown. Irregular steer tire wear patterns indicate suspension, alignment, or inflation problems that must be corrected before new steer tires are installed, or the new tires will develop the same wear pattern.

Steer tire rotation on Class 8 trucks is not recommended — steer tires develop a directional wear pattern that makes them unsuitable for drive or trailer positions. Worn steer tires are replaced and the alignment verified before installation to ensure the new tires wear evenly and deliver full expected tread life.

• Steer tire wear pattern analyzed and alignment recommended if needed
• King pin and wheel bearing inspected with every steer tire replacement
• Steer axle tire matching verified for diameter within allowed tolerance