52 10-4 Magazine / June 2025 trashed. Not all repairs are preventable, and in that case, I paid the price. I have, however, since changed my maintenance program to include physically removing the drum and inspecting the brake shoes any time I have the tires removed. This is not something that can be done during a pre-trip. I usually do it a couple times a year during routine checks, tire rotations, or when dealing with other issues. There are a lot of you that remove the rims to polish them, but don’t go the extra little bit and remove the brake drum and look over the shoes – but you should. A few months ago, I mentioned I had purchased new drive tires for my tractor. Since I get best price if it’s cash and carry, I always mount my own tires. Yes, I still need to dispose of the old ones, but most of the time I can sell the used tire casings for recapping (unless the casing is too old or been previously repaired). My local shop is seven years old max, and then it depends on the condition of the case. I have had younger cases turned down due to checking or cracking. I’m not a salesperson, but it was once explained to me as the new tread may not chemically bond to the old stiffer and often drier casing. This can contribute to their early failure and be a leading cause of those “gators” we see all along the highway. I have talked to some inspectors to see what triggers them to target a truck for inspection, and tire tread depth and rim condition were the most common answer. Even new tires can indicate a wear problem, or an uneven pattern can indicate some other trouble (a flat, low pressure, or a broken axle mount). Over the course of my time driving, I have had reason to attend far more tire shops than I planned to. And not always for getting repairs done – sometimes just to observe the process and see how others do it. Very few shops will inspect your rims or clean them. They might casually look them over and then try to con you into replacing one here or there, but that’s about it. As always, buyer beware! Most of these inspections can be done in a single day if you have the right tools – a wheel wench, a ten-ton jack, and some small hand tools are all that are required. Anytime I dismount a tire, I go over the rim as if I was seeing it for the first time. First, I soak it with diesel fuel to cut the road grime that builds up over time, removing any oxidation or corrosion on the inside lip of the tire base (Scotch Brite or steel wool will also do a nice job of cleaning these surfaces). I pay special attention to the valve stem area – not just the stem, but the platform where it seats into the rim. I never reuse a valve stem or the inner core, as they are cheap and disposable, and not worth the trouble caused by a slow leaking tire. Lastly, I clean the entire rim, front and back, down to the bare aluminum. I would rather find a cracked rim at home where I can replace it easily without a costly road repair or tire change, not to mention that expensive out-of-service citation on my safety rating. To finish the inspection process, I recommend a complete and thorough review of the axle hub and wheel stud area. This is an area few of us see very often because they are covered by hub caps and nut covers. Busted wheel studs are more common than one would think, along with loose lug nuts, but I’m not surprised, given the overuse of high torque wheel wrenches with the potential to apply over 1,200 foot-pounds of twist! Most lug nuts are stamped with 350-450 foot-pounds max torque. We have all heard if some is good then more must be better, but that may not apply here. Lastly, since I have everything apart, I clean and inspect the brake drum, too. We spend money on high-dollar tires, wheel balancers, and continuous tire pressure monitors, but few ever look at or service the drums. Brake drums can have considerable corrosion build up or scaling caused by time and moisture. I keep mine painted to slow that process and I also wire brush the inside wheel face to ensure a good flat seat. More than once, I have found cracks early and replaced drums before something more catastrophic happened. We will have plenty of time this summer to enjoy at least one backyard cookout or picnic at the lake, but don’t let lack of maintenance spoil your home time. Just because you didn’t get tagged in the 72-hour Blitz doesn’t mean you are home free. The scales are still going to be open all year, and the roving patrols will be watching for faulty equipment, as well. Don’t be that guy, parked behind the chicken house with a big red sticker on the windshield, or on the side of the road waiting for a repair crew. With just a little pre-planning and some basic understanding of the DOT’s requirements, you can “Blitz” through every inspection. As a side note, this would be a great time to introduce a young person to the trucking industry. There are plenty of opportunities to enlist their help with these maintenance projects. Each of you can be a mentor to someone who has no idea where the road to life starts or will end, 10-4! n
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