Contact us

More About Section Repairs

Retread Equipment

Treadbuilder/Stitchers

Section Repair Molds

Accessories

Treadchambers

Tire Lifters

Service & Warranty Policy

Contact us

Home Page

 

MORE ABOUT SECTION REPAIRS

THE RE-EMERGING IMPORTANCE OF SECTION REPAIRS FOR TODAY’S TIRE INDUSTRY

 

As early as 1950, the founder of VULCAN Industries, Mr. E. J. Alm worked on a revolutionary Vulcanizer which he perfected just in time to meet the casing shortage for retreaders, with the introduction of the tubeless tire. The VULCAN MPB Passenger Section Repair Mold for passenger tires was a huge success with over 10,000 machines sold in 40 countries around the world. Some 60 years later, VULCAN-VULCAP Industries still supplies parts for these Molds as well as new MPB’s and many other truck and OTR models which continue in operation world wide.

Recently, the ITRA (International Tire and Rubber Association) now called Tire Industry Association (TIA) reported a growing interest in Section Repairs for both truck and OTR tires. Many calls were received by ITRA Headquarters and Training Centre from companies requesting information on how to properly repair tires with Section Repair Molds. Many of these inquiries were from companies who did not previously perform tire repairs.

Due to the high cost of labour and our North American "throw away" mentality the repair of passenger tires is declining. This however, does not apply to truck and OTR tires. Inquiries received came from areas all over the U.S. and Canada, where certain sizes of large earthmover and other OTR tires are scarce and expensive.

Even with Section Repairs on the increase, there are still many tires disposed of daily, which could be repaired and returned to normal service. This practice is costly to the end-user and environmentally unsound. Many shops miss profitable opportunities to increase their business by avoiding Section Repairs.

The tire companies are reluctant to invest millions of dollars in order to keep OTR tires in stock for immediate delivery. Section repairing is often the only way to keep millions of dollars worth of equipment in service until such time as new tires are available. The goodwill earned from grateful customers, whose equipment is kept operational until replacement tires are available, is a valuable asset to any tire repair organization.

There is a lot of misconception concerning the amount of investment required to purchase the proper equipment to perform Section Repairing. On close examination it is surprising how fast VULCAN-VULCAP Section Repair Molds and Systems can be paid for and amortized. Truck tires generally can be repaired for 1/3rd of the cost or less of a new tire, while the price for a good Section Repair on an OTR tire can range from 8% to 15% of the cost of the tire. Actual repair costs for an experienced shop can be much lower, thus guaranteeing healthy profit margins.

 

VULCAN-VULCAP SECTION REPAIR MOLDS OFFER COST EFFECTIVE TRUCK AND OTR TIRE REPAIRS

VULCAN-VULCAP Section Repair Molds are the result of over 60 years of research and development by VULCAN. All models of the MV Series Mobile Section Repair Molds for OTR tires are patented. Section Repair Mold patents were first issued to VULCAN several decades ago.  Our latest Section Repair Systems are our Flexible Vulcaflex® Systems with Vulcatouch® Controls.

The key to a good, cost effective tire repair is a  true Vulcanizer repair. Rubber flows during curing in both the plug area and between the patch and inner liner of the casing. This rubber flow will fill any existing air pockets, which are dangerous in a repair, since these air pockets will expand as the tire heats up and therefore will lead to premature failure of the repair. As existing air pockets are filled, the result is a dense, sealed repair that will not leak or fail prematurely.

During the curing process in a fixed Mold, 45 lbs. of pressure per square inch is applied to the area of the injury from the inside and 30 lbs. from the outside of the tire. Maximum patch sizes range from 18" x 20" (45.7 cm x 50 cm) for the V-14 Truck Mold to 36" x 36" (91 cm x 91 cm) for the largest MV-50 OTR Section Repair Mold. A compression cure or mold is achieved due to the pressure applied to the patch. The total force applied in the smallest OTR Mold is 18,000 lbs. and 58,320 lbs. for the largest model. The result is a densely sealed repair that will not leak or fail prematurely.

Flexible Section Systems, like the VULCAN-VULCAP Vulcaflex®  OTR Truck and Tractor Repair Systems will do a similar job.  Flexible Systems are more labour intensive due to set-up and cannot provide the same pressure as rigid Section Molds do.  The advantage however of a Vulcaflex® system is that the full OTR tire range can be repaired with one system with the proper accessories.   

The results achieved in a VULCAN-VULCAP Section Mold is a good compression mold with adhesion values exceeding 100 between patch and tire due to pressure applied during curing. The use of uncured cushion with a semi-cured patch eliminates the problem of air pockets. The shape of the patch may not conform to the inside contour of the tire and therefore careful stitching should prevent most air pockets. It is important that the repair is done in the relaxed state of the tire. In other words, at the 3 or 9 o’clock position of the tire when it is resting on the floor. The use of patches as described above with proper heat, pressure and temperature applied in a VULCAN-VULCAP Vulcanizer assures optimum compression cure. This means no under-cure or over-cure of material.

During proper curing (pressures guaranteed by a VULCAN-VULCAP Vulcanizer), materials will flow, air pockets are eliminated and when the tire flexes and heats up during operation, there will be no tendency for the patch to leak or cause under-inflation. In a VULCAN-VULCAP Vulcanizer, the patch and plug are cured in a single operation. Relatively large areas of the tire depending on maximum patch size can be properly cured in a single operation.  (Please note Step by Step  Repair Process of an OTR Tire below!)

Earlier models of Vulcanizers had solid cores or mandrels, which were heated. However, this method was replaced with the flexible models where air mandrels, internal and external airbags together with heatpads are used for a broad range of tire sizes. The old solid cores were only practical for a specific shape of tire, usually bias type, whereas the new method allows the system to conform to each tire (whether radial or bias tires) under repair.

VULCAN-VULCAP Vulcanizers will provide heat and pressure without distorting the tire. The MV series, although big for large tires, is still truly portable and reasonably priced. Time, temperature and pressure are the 3 critical elements to successfully vulcanize a repaired tire injury.  All models of  VULCAN-VULCAP Vulcanizers supply all 3 elements with their unique Section Repair Mold Systems. To repair today’s radial tires distortion free, VULCAN-VULCAP Section Repair Systems with inflated mandrel systems will supply:

  1. Correct pressure both inside and outside the tire.
  2. Provide even pressure over the injured area.
  3. Heating units for both inside and outside with molded heatpads to allow controlled curing temperatures for good solid cure.
  4. Time, which is very critical as rubber cures at different rates.

It is important to remember that tire repairs rarely fail if the right time, temperatures and pressures are utilized during the repair/vulcanizing process. The art of repairing tires lie in the hands of the tire repair person, who must inspect, skive, cement and complete the repair properly. VULCAN-VULCAP Section Repair Vulcanizers will cure the repair and do the rest for a tire repair that will last as long as the tire will.

 

Other methods of Section Repair

There are other methods of Section Repair used in the marketplace. These machines are commonly referred to as "C" Clamps. These units often use chemical patches after the plug has been cured, giving rise to possibly the following problems especially on Off-The-Road tires:

  1. The chemical patch is precured in a given shape, which may or may not fit to the inside radii of the tire. Accordingly, the patch may not fit perfectly to the contour of the tire and air pockets can be created between the patch and the inner liner.
  2. The chemical materials result in a tack or bond wherever the patch touches the inner liner first, again creating air pockets and the impossibility of clearing them out from between the patch and the inner liner.
  3. The patch then cures by the chemical acceleration, the way it has been applied to the inside of the tire, i.e., there is no flow of the rubber into the air cavities.
  4. Assuming it is a tubeless Off-The-Road tire, there is no significant pressure being applied to the patch during the curing process, with the result that as the patch was inserted this is how it will remain.
  5. Failure of the patch is likely to occur as the tire is flexing in operation. The air pockets expand until finally there is migration and a leak between the patch and the inside of the tire, which can potentially result in under-inflation of the tire and overloading with eventual failure of the repair.
  6. The plug area, cured with a "C" clamp and presuming that pressure and heat are applied from both inside and outside of the tire, will normally cure properly. However, any available size "C" clamp may not cover the full area of the injury that requires repair and likewise it may not conform to the contours of the tire inside and out, causing further problems.
  7. "C" Clamps usually are unable to supply the force required for a good compression cure.

 

The versatile VULCAN-VULCAP VRC OTR Tire Repair Clamp and VTRC Truck, Tractor and Grader Tire Repair Clamp employ aluminum plates with twin Heatpads and Airbags, thus eliminating the shortcomings of standard C-Clamps listed above.  They perform distortion free repairs due to the flexibility of the Heatpads and Airbags compared to the rigidity of standard C-Clamps.

 

Autoclave Repair of Truck, Earth Mover and OTR Tires

  1. The problem, of course, with an autoclave is the high cost of the autoclave and particularly for the large diameter tires required, such as 40.00 x 57 and larger.
  2. Assuming that an uncured patch is used on a tire to be cured in an autoclave and the patch is stitched very carefully onto the inside of the tire, the possibility of air pockets between the patch and the inner liner is substantially less. On the other hand, due to the fact that there is no flow in this process, i.e., again how the patch is stitched in is the way it will remain. The chances for this type of repair to stand up are better than the chemical patch but still relies on the quality of the operator and his ability to eliminate air pockets between the patch and the casing.
  3. The energy consumed by an Autoclave, which has to heat up the complete tire to curing temperature and hold this temperature (particularly for large OTR Tires) is very high and costly.
  4. Heating up the complete tire and holding it at cure temperature till cured rather than just the patch area certainly does not improve the quality of the tire and its life span.
  5. Most importantly the repair will come out of the Autoclave exactly the same way it was put in. If the patching is rough, it will come out that way. The rubber is not cured under compression and will not flow and therefore will be less wear resistant.

 

Conclusion:

It is the partnership between the skill and art of properly preparing and patching the area of the tire injury and vulcanizing it subsequently with the proper equipment that will guarantee a perfect repair consistently.

VULCAN-VULCAP Industries Inc. has technical facts on the repair of truck and OTR tire repairs available upon request.

 

 

 

TIME, TEMPERATURE AND PRESSURE - THE KEYS TO PROPER AND LASTING TIRE REPAIRS! 

VULCAN-VULCAP INDUSTRIES INC. - The World Leader in Section Repair Equipment supplies these important elements with their Section Repair Molds, MV Series, Vulcaflex® and VRC OTR and VTRC Truck, Tractor and Grader Tire Repair Clamps.


To successfully vulcanize a repaired injury in a tire, three things are needed:

Time, Temperature and Pressure

VULCAN-VULCAP  Industries supplies all three with our unique Section Repair Mold Systems.  Molds are compact, rugged and light-weight.  The unique Airbag System provides even pressure.  The thermostatically controlled heating pads supply the correct curing temperatures.  The experienced operator then has to ensure proper curing times.


From  the smallest passenger tire through to the largest  OTR  (earthmover) tire, we have a proven system for your tire repair operation.

We repair today's radial tires distortion free by using our
VULCAN-VULCAP Inflatable Mandrel System.  A shaped air mandrel is utilized that grows to fit the tire you are repairing, using an air differential control panel, supplying the correct pressure both inside and outside of the tire, providing even pressure over the injured area.

Heating units for both inside and outside are provided with moulded Heatpads, which are controlled at curing temperature for a good, solid cure.  Time is very critical, as rubber  cures at different rates.  Follow carefully  the instructions of the rubber manufacturer.

As all
VULCAN-VULCAP Section Molds cure from both inside and outside generally, a curing cycle of approx. 4 minutes per 1/32" of rubber thickness (depending on type of rubber) can be cured, temperature being held at approx. 280-300°F automatically.  Please determine exact curing times for the rubber you are using from the manufacturer!

VULCAN-VULCAP offers a complete line of Section Molds and it is easy to pick the right model  for your tires, as each Mold is designed to handle a particular tire size and range:

1.    VULCAN-VULCAP MPB  Section Repair Mold for passenger, industrial and commercial truck tires from 
10" in rim size through 16"  =  10", 12",  13",  14", 15" and 16".

2.    VULCAN-VULCAP  RTV-12  Radial Tire Vulcanizer covers truck tires from 8.25 x 15 through 1200 x 24 and
our V-14 covers truck tires 8.25 x 15 through 1200 x 24.

3.    VULCAN-VULCAP  V-14 Section Repair Mold with built-in air operated tire spreader for radial and bias truck 
tires 8.25 x 20 - 12.00 x 24.

4.    VULCAN-VULCAP  MV-20 Section Repair Mold covers truck, tractor, skidder and grader tire sizes.  Truck
1400 x 24 to 1800 x 22.5, tractor 12.6 through 18.4 x 38 and Skidder/Grader tires 1200 x 24 through 17.5 x
25.

5.    VULCAN-VULCAP  MV-30 Section Repair Mold covers tractor, skidder, grader, earthmover and OTR sizes
from 1800/24/25 through 26.5, 1800 x 20.5, 23.5 x 2100, 2400 x 26.5-25.  With the addition of an optional top
clamp extension this model will handle tires up to 29.5 x 25/29.

6.    VULCAN-VULCAP MV-40A Section Repair Mold covers OTR tires from 29.5 x 29 to 37.5 x 51, 29.5, 33.5,
33.25, 27, 33, 49, 30.00 x 51, 33.00 x 51, 37.5 x  51.

7.    VULCAN-VULCAP MV-50A Section Repair Mold covers OTR tires from 36.00 x 51 to 40.00 x 57 including
the new generation sizes 50/80/57,54, 5/80/57 and  53, 5/85/55.

8.    VULCAN-VULCAP Vulcaflex®  OTR Curing System covers all tire sizes from 13.00 through 55.5/85-57 with
one system  with the purchase of all required Heatpads and Airbags.

9.    VULCAN-VULCAP VRC OTR Tire Clamp for smaller repairs on tires from 20.5 x 25 to 45/65/45.

 

 

VULCAN-VULCAP  OTR  Repair System

The Inflatable Mandrel System is the most adaptable Tire Vulcanizer System, using an assortment of Inflatable Mandrels and flat Airbags, Inside and Outside Heatpads.  Parts can be interchanged to suit the tire size and shape to be repaired.

The VULCAN-VULCAP line of Section Repair Equipment is known for quality repairing, easy operation and lasting service.  This new generation of VULCAN-VULCAP Section Repair Molds and Systems are light-weight and cost-effective.  If proper repair procedures are followed, repaired injuries can  be guaranteed for the life of the tire.  The repair is a true vulcanizing repair, where the rubber flows during curing both in the plug area and between the patch and inner casing liner.  This is not the case with chemical pre-cured patch repairs.  All VULCAN-VULCAP models of Section Repair Molds are patented and are the result of over 50 years of successful research  and development for the independent Tire Repair and Tire Retread Industry.

The rigid VULCAN-VULCAP Section Repair Molds are designed for a specific tire range per model for quick set-up and high pressure curing.  The Vulcaflex® OTR System takes longer to set-up, however, with the proper accessories will accommodate practically all sizes of OTR tires.  The VULCAN-VULCAP VRC OTR and VTRC Truck, Tractor and Grader Tire Repair Clamps will do smaller repairs efficiently and distortion free.

 

 

WHEN YOU BUY VULCAN-VULCAP, YOU GET THE BEST

Our equipment is patented worldwide - designed by tire people for the tire industry.  We have supplied over 1,400 tire shops in more than 40 countries with our equipment and based on recently published figures in a trade magazine, VULCAN still is the leader on a percentage basis of installed equipment to the independent tire industry.


Please Note:  The art of repairing tires lies in the hands of your tire repair man.  He must  inspect,  skive, cement and  build the repair. 
VULCAN-VULCAP Section Repair Vulcanizers will cure the repair the way the repair was built.

A repaired tire rarely fails if the right time, temperature and pressure is utilized during the Repair/Vulcanizing process. 
VULCAN-VULCAP Section Repair Molds and Systems are designed and built to guarantee these three critically important elements in the repair process.  It is the partnership between the skill and art of properly patching the area of the tire injury and vulcanizing it subsequently that will guarantee a perfect repair consistently.

 

All VULCAN-VULCAP Heatpads are built to  and  standards and certified to .

 

***

 

TECHNICAL FACTS - OFF THE ROAD TIRE REPAIR
Options for Repair
“C” Clamps vs. Vulcanizers

There are various methods of Section Repair used in the marketplace. These machines are commonly referred to as "C" Clamps. These units often use chemical patches after the plug has been cured, giving rise to possibly the following problems especially on off-the-road tires:

Assuming that the “C” clamp operator is using a chemical patch, after the plug has been cured, there are the following problems with off the road repair using this method:

a)  The chemical patch is precured in a given shape which may or may not fit to the inside radii of the tire.  Accordingly, the patch may not fit perfectly to the contour of the tire and air pockets can be created between the patch and the inner liner.

b)  The chemical materials result in a tack or bond wherever the patch touches the inner liner first, again creating air pockets and the impossibility of clearing them out from between the patch and the inner liner.

c)  The patch then cures by the chemical acceleration, the way it has been applied to the inside of the tire, i.e., there is no flow of the rubber into the air cavities.

d)  Assuming it is a tubeless off the road tire, there is no pressure being applied to the patch during the curing process, with the result that as the patch was inserted this is how it will remain.

e)  Failure of the patch then is likely to occur as the tire is flexing in operation, the air pockets expand until finally there is migration and a leak between the patch and the inside of the tire, which can potentially result in under-inflation of the tire and overloading with eventual failure of the repair.

f)   The plug area, cured with a “C” clamp and presuming that pressure and heat are applied from both inside and outside of the tire, will normally cure properly. However, any available size “C” clamp may not cover the full area of the injury that requires repair and likewise it may not conform to the contours of the tire inside and out, causing further problems.

g)  Most “C” clamps usually are unable to supply the high force required for a good compression cure.

 

Autoclave Repair of Earth Mover Tires

a)  The problem, of course, with an autoclave is the high cost of the autoclave and particularly for the large diameter tires required, such as 40.00 x 57 and larger.

b)  Assuming that an uncured patch is used on a tire to be cured in the autoclave and the patch is stitched very carefully onto the inside of the tire, the possibility of air pockets between the patch and the inner liner is substantially less.  On the other hand, due to the fact that there is no flow in this process, i.e., again how the patch is stitched in is the way it will remain.  The chances for this type of repair to stand up are better than the chemical patch but still relies on the quality of the operator and his ability to eliminate air pockets between the patch and the casing.


VULCAN-VULCAP
Vulcanizer Repair

The key to the VULCAN-VULCAP repair is that the rubber flows in the course of curing both in the plug area and between the patch and the inner liner of the casing.

1)  The flow will result in air pockets being filled and a dense, sealed repair achieved that will not leak and fail prematurely.

2)  During the curing process, 45 lbs. of pressure is applied to the patch and next best situation would be with a plug area, both inside and outside, which results in adhesion values exceeding 100 between the patch and the tire due to the pressure applied during curing.

3)  The use of a semi-cured patch, with lots of cushion between the patch surface and the inner liner, with extra cushion applied around the edges of the patch for sealing purposes is optional.  The uncured cushion with semi-cured patch will eliminate air pockets, however, the shape of the patch may or may not conform to the inside contours of the tire and care must therefore be exercised to prevent air pockets as much as possible in the stitching process.

4)  Using a semi-cured or uncured patch with proper heat and pressure applied assures an optimum cure, i.e. there is no under-cure or over-cure of the materials.

5)  With proper curing, the materials will flow, air pockets will be eliminated, and there will be good pressure and adhesion to the extent that as the tire flexes and heats up, there will not be a tendency for the patch to fail, leak or cause under-inflation.

6)  The benefit of a VULCAN-VULCAP Vulcanizer likewise is that the patch and plug are cured in a single operation and that a larger injury area can be properly cured in a single process at one time.

7)  VULCAN-VULCAP provides flexible internal and external air bags and heat pads for a broad range of casing sizes to conform to the tire and provide the proper heat and pressure without distortion.

8)  The VULCAN-VULCAP MV series of portable Vulcanizers for off the road tires are light, portable and very reasonably priced to handle the whole off the road range of tires from 1800 through 40.00 x 57 in four separate machines:

·           MV-20 - 14.00 to 1800

·           MV-30 - 20.5 to 29.5 with extension clamp

·           MV-40 - 29.5 to 37.5

·           MV-40A (Adjustable) – 27.00 x 49 to 37.5 x 33

·           MV-50 - 36.00 to 45/65/45 including new generation sizes

·          Our portable VULCAN-VULCAP Vulcaflex® OTR System with either digital Control Panel or advanced
   
Vulcatouch® Control Panel will accommodate the smallest to the largest OTR tire with the appropriate
    Heatpads and Airbags.

 

Earthmover Techniques and Preparation

There are some keys to ensuring that preparations of repairs in tubeless, off the road repairs are successful:

1)         Skiving of the Plug and Injury Area:

The objective is to remove a minimum area from the casing and, accordingly, rather than the "hourglass" type of skive, the injury should be prepared with a straight through the casing area with a slight bevel, both on the inside of the casing and the outside.

There is equipment available that can improve the preparation of the plug area to ensure that there is good bonding and no glazing or burning of the material.  A radial injury including side wall should likewise be prepared with a minimum elimination of the cord body of the tire.

2)         Liner:

If the inner liner is solidly bonded to the casing, it is not necessary to remove the inner liner in the patch area, but it does have to be prepared for best adhesion.  It is important, that any silicone or other mold release agents that are on the surface of the inner liner, be washed off from the patch area with material such as Siliclean.  This ensures that the silicone or foreign materials are removed from the area prior to buffing and preparation, so that the silicone is not worked into the inner liner, causing potential failure of the patch bonding layer.

3)         The inside should be buffed slightly beyond the patch area, but should not be burned or glazed to attain a good bonding and adhesion base.

4)         A small amount of cushion gum should be applied throughout the plug area for best flow and bonding, after which
conventional rubber can be used either with an extruder gun, or strips can be stitched into the plug area.  The patch should be applied very carefully on the inside, stitching from the plug area outwards to eliminate all possible air pockets.

5)         VULCAN-VULCAP recommends a layer of cushion gum on top of the edges of the patch to provide better sealing and flex characteristics.

6)         With VULCAN-VULCAP'S MV series Section Molds the patch and plug will result in an almost invisible repair with
maximum adhesion values.  If proper repair procedures are followed, repaired injuries can be guaranteed for the life of the tire, as a true vulcanizing repair is accomplished.

7)         Should an inner liner be separated in the injury area, it should be removed and with careful buffing to the first layer
of the casing, the inner liner materials should be replaced with cushion gum prior to applying the patch.  In the case of radial tires, the steel cord must be carefully prepared to eliminate all rust.  It needs to be buffed until it is bright and shiny and then coated with cement.

 

Conclusion:

It is the partnership between the skill and art of properly preparing and patching the area of the tire injury and vulcanizing it subsequently with the proper equipment that will guarantee a perfect repair consistently.

 

***

 

Steps for the successful repair of an OTR Tire Injury with the VULCAN-VULCAP Vulcaflex® OTR Tire Repair System with Vulcatouch® Control

 

 

STEP 1.

Prepared OTR Tire Injury Outside.

 

 

STEP 2.

Prepared OTR Tire Injury Inside.

 

 

STEP 3.

OTR Repair Patch is applied inside.

 

 

STEP 4.

Outside Injury prepared for vulcanizing – Lugs have been filled to prevent damage to Outside Heatpad.  Outside Heatpad is laid out.

 

 

STEP 5.

Applying Heatpad Paint to Heatpads to prevent Heatpads from sticking to repair during vulcanizing cure.

 

 

STEP 6.

Outside Airbag with Straps plus Flat Airbag prepared to be installed.

 

 

STEP 7.

Inside Heatpad is in position over Repair Patch.

 

 

STEP 8.

Inserting Cylinder Airbag.

 

 


STEP 9.

Inserted Cylinder Airbag, Inside Heatpad and Inside Airbag.

 

 


STEP 10.

Installing Outside Airbag and Heatpad and ensuring proper positioning.

 

 

STEP 11.

Tightening straps after all Airbags and Heatpads are properly positioned.

 

 

STEP 12.

Connect Airlines, Power Lines AND Thermocouple Lines.

Note:
  Tire is supported by lifting device to ensure that Outside Airbag can be inflated properly and does not bear the weight of the tire!!

(Repairs can also be cured in the 3 or 9 o’clock position without a lifting device.  However, tire must always be secured from falling over.)

 

 

STEP 13.

Inflate all (3) Airbags to approx 2-3 psi and check position of Heatpads and Airbags.  If all is O.K., then inflate to 30 psi.

 

 

STEP 14.

Airlines and Heatpads including Thermocouple wires are connected to Vulcatouch® Control System and curing cycle is ready to be started.

 

 

STEP 15.

Curing/Vulcanizing Time is automatically calculated or entered manually and data is entered in data logging screen.
(Click here for Template of Excel Spreadsheet to download Repair Data to a PC from Memory Stick!) 

 

 

 

 

STEP 16.

All 3 Airbags are pressurized, all Heatpads are connected and working, 2 Auxilliary Thermocouples were imbedded in the repair to monitor curing temperature inside the Repair Patch.

 

 

STEP 17.

Cure is successfully completed.  View of Inside cured patch/repair.

 

 

STEP 18.

View of outside cured repair which is still to be ground flush.

 

 

 

***

 

HELPFUL INDUSTRY INFORMATION

Below are some reprinted articles from professional publications which we feel are helpful to increase the knowledge of our customers in the field of Section Repairs of OTR tires:

 

 

Reprinted with permission from Retreading Business Issue 2008/3

 

****

 

 

 

 

 

 

 

The above printed with permission from Today's Tire Industry Magazine 

***