Tire temperature and pressure increases in use... are mine normal?

Lloyd_TX

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I've been looking at other discussions regarding tire temperature and pressure during use, and I really didn't get a feel for what was normal and abnormal. So I'll give you my saga and if someone can please let me know if this is normal?

I'm still on my stock Cooper Work series tires, 215/75R17.5 RHT 2, load range H (and there are a whole bunch of other numbers I could grab) for my 2023 Solitude 310GK with 8K independent suspension. My tire pressures started at 125psi, the cold pressure stated on the side of the 310GK, and this was seen on both a manual tire gauge and the stock Lippert Tire Linc TPMS. Ambient started around 76F, and climbed to around 100F during a 2-hour drive in TX.

My temperatures/pressures according to the TPMS during the drive steadily increased such that by the time I got to the end of the 2-hour trip the hottest tire was 149F/150psi, and the preset alarm (just showed red) indicated at that temperature/pressure combination. I'm guessing that if the trip were longer it'd continue to go up, though temperatures and pressures only went up 4F and 2psi in the last half hour.

Haven't repacked/regreased the bearings since delivery, though that's happening in a few days, and some folks in other threads have mentioned that TPMS temperatures are from the rim, so could that be a function of axle temperature?

Weights are well within ratings: trailer GVWR = 18,000; scale trailer weight = 16,240, trailer axles weight = 12,840. I haven't had all four wheels individually weighed (e.g., at Escapees in Livingston, TX). I did notice more visible flex in the trailer rear wheels than in the front wheels (was more pronounced before I lowered the bed; I guess I could lower the hitch another inch), and the rear axle tires had higher pressure (by 5psi) and temperature (by 13F).

So is this sort of pressure difference, 25psi, during a drive normal?
 
At ambient temperature of 100° F, it sounds pretty normal to me. Mine will climb from 110 psi to 120-125 psi in temperatures around 80°-85° F.
 
Pressure and Temp increase is normal when traveling. Mine increase about 10 psi and 15 degrees normally. In Texas, probably about what you're seeing.
 
I've been looking at other discussions regarding tire temperature and pressure during use, and I really didn't get a feel for what was normal and abnormal. So I'll give you my saga and if someone can please let me know if this is normal?

I'm still on my stock Cooper Work series tires, 215/75R17.5 RHT 2, load range H (and there are a whole bunch of other numbers I could grab) for my 2023 Solitude 310GK with 8K independent suspension. My tire pressures started at 125psi, the cold pressure stated on the side of the 310GK, and this was seen on both a manual tire gauge and the stock Lippert Tire Linc TPMS. Ambient started around 76F, and climbed to around 100F during a 2-hour drive in TX.

My temperatures/pressures according to the TPMS during the drive steadily increased such that by the time I got to the end of the 2-hour trip the hottest tire was 149F/150psi, and the preset alarm (just showed red) indicated at that temperature/pressure combination. I'm guessing that if the trip were longer it'd continue to go up, though temperatures and pressures only went up 4F and 2psi in the last half hour.

Haven't repacked/regreased the bearings since delivery, though that's happening in a few days, and some folks in other threads have mentioned that TPMS temperatures are from the rim, so could that be a function of axle temperature?

Weights are well within ratings: trailer GVWR = 18,000; scale trailer weight = 16,240, trailer axles weight = 12,840. I haven't had all four wheels individually weighed (e.g., at Escapees in Livingston, TX). I did notice more visible flex in the trailer rear wheels than in the front wheels (was more pronounced before I lowered the bed; I guess I could lower the hitch another inch), and the rear axle tires had higher pressure (by 5psi) and temperature (by 13F).

So is this sort of pressure difference, 25psi, during a drive normal?
What was the temp/psi of the other tires? If all in the same range then maybe these numbers are ok. Advice on temp/pressure rise seems all over the place when searching the web.

How fas were you going? What is the speed rating of the tires? Was the sunny side hotter than the shaded side? What kind of road - rough pavement? construction? concrete? black top?

All these play into temps and pressures.

I'd suggest you continue to monitor your tires and only react if one tire is vastly different than the others.
 
Your hottest tire going from 125 psi at 76 degr, going to 150 psi gives if dry gascompound in tire a temperature of 171 degr F , and if enaugh water in tire 158 degr F.
So the 100 degr given by tpms is because it gives the temp at the end of the valve, I assume external sensors.

This is pretty hot , and if it is by only driving, you should review the needed pressure.


But if its an external factor , like hanging brakes or bearings you have to solve that .

If its yust sunshine on tire , the tire material mayby still not overheats, wich is main goal of pressure-determination.

If no external factors, the temp in tire may rise to about 140 degr F , on a ambiënt temp of 68 degr F. On a 104 degr ambiënt 165 to 170 degr F.
 
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Read back the 2nd link you gave , and I am that european guy that Roger Marble warns about.

Found your 215/75 R17.5 in H load
Single 4805 lbs maxload AT 125 psi.
But max allowed speed of 68 mph= 110 kmph so speedcode K.

What was the speed you drove?
And was the ambiënt temp that 78 degr F when driving?

If you noticed more flex in rear tires by sight, ther must be a lot more weight on rear axle, if all at 125 psi.
More acurate would be to measure it from upper rimmedge to the ground.

So the 12840 lbs on tandem can be Even rear 7500 lbs and front 5340 lbs.
But this still would not explain the high temperatures at 125.

So a problem with the bearings or brakes is possible.
But also something wrong with front axle springs ( or whatever) .

Ridiculus example, if you replace the front axle " springs " by those of balpoints , all the weight shifts to the rear axle, even if the 5thw is level
. But then the front axle tires would have much lower temperature, but mayby they where.
So also check the suspension of both axles.
 
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Here, let me see if I can paste a table:

Front LeftFront RightBack Left
Back Right
DateTimePressureTemperaturePressureTemperaturePressureTemperaturePressureTemperature
2024-08-282:28 PM148143145134149145149147
2024-08-282:52 PM149145145136151147150149
2024-08-282:59 PM149147145136150149150149


Bold is "alarmed" condition from the factory set on the Lippert Tire Linc TPMS system. The sensors are internal, not on the valve stem, and are opposite from the valve stem (since that's where the instructions tell me to put the receiver to associate each wheel on the graphic with its tire; hence the thought that the temperature is not necessarily the tire's.

Speed was max of 65mph on the trip from the above readings. On the way back I maxed at 60mph on four-lane divided, but went 65mpg for about 45 mins. on two-lane 70mph roads to not frustrate those behind me. Pressures were 10psi less with ambient about the same at the trip over.

Talked to an RV tech that did the wheel bearing repack, and he said the grease and bearings before he did the repack all looked good, so any temperature issues didn't come from the bearings' condition (no discolored grease). He also suggested going below the 310GK's placard pressure of 125psi, perhaps going as low as 110psi, since the pressure will go up anyway as the tires heat up. Rated load on the tire sidewall is for 120psi, for what it's worth.

Not any more data than that.
 
FWIW, I don't see an issue. I'd likely change alarm value if it were mine. What does the pressure/weight chart recommend for the weight you're carrying?
 
Same trailer and tires. Same temps registered across Texas Panhandle in 100 degree temps. They haven’t blown up yet. I’ve got 7-8000 miles on them so far.
 
I have also seen those temps and tire pressure on my trailer. Accounting for the sun raising the temp on one side, if the tires on each side are within several degrees/temp of each other, and same side to side, I don't worry. It would be the one tire that is 6-7+ from the others that would catch my attention.
 
At ambient temperature of 100° F, it sounds pretty normal to me. Mine will climb from 110 psi to 120-125 psi in temperatures around 80°-85° F.
mine climb the same way .. i start at 112lbs and climb to 123 approx
 
Here, let me see if I can paste a table:

Front LeftFront RightBack LeftBack Right
DateTimePressureTemperaturePressureTemperaturePressureTemperaturePressureTemperature
2024-08-282:28 PM148143145134149145149147
2024-08-282:52 PM149145145136151147150149
2024-08-282:59 PM149147145136150149150149


Bold is "alarmed" condition from the factory set on the Lippert Tire Linc TPMS system. The sensors are internal, not on the valve stem, and are opposite from the valve stem (since that's where the instructions tell me to put the receiver to associate each wheel on the graphic with its tire; hence the thought that the temperature is not necessarily the tire's.

Speed was max of 65mph on the trip from the above readings. On the way back I maxed at 60mph on four-lane divided, but went 65mpg for about 45 mins. on two-lane 70mph roads to not frustrate those behind me. Pressures were 10psi less with ambient about the same at the trip over.

Talked to an RV tech that did the wheel bearing repack, and he said the grease and bearings before he did the repack all looked good, so any temperature issues didn't come from the bearings' condition (no discolored grease). He also suggested going below the 310GK's placard pressure of 125psi, perhaps going as low as 110psi, since the pressure will go up anyway as the tires heat up. Rated load on the tire sidewall is for 120psi, for what it's worth.

Not any more data than that.
It looks like speed makes a different since PSI was less at a slow speed.

I'd just keep an eye on the PSI & temp and look for any unusual reading from one of the tires. Otherwise I'd say the numbers are wha they are.

That RF PSI that never changes seems odd to me. Maybe check that sensor or swap the tire position around to see if it follows the tire or the position.

A 20% rise in PSI seems like a lot. My Westlakes use to really heat up and the PSIs would get higher than I liked. But my salons (2 different sets) don't go up as much. So I'd guess different tires work differently.

Maybe give Cooper a call and ask them what they think.
 
So is this sort of pressure difference, 25psi, during a drive normal?
That seams normal to me. I don't run mine at 125psi, about 105 on the right and 110 on the left. I'll still get about 20/25 psi increase especially if its hot and sunny out. I just make sure there aren't any outliers. Though one side may be higher than the other do to the sun.

Found your 215/75 R17.5 in H load
Single 4805 lbs maxload AT 125 psi.
But max allowed speed of 68 mph= 110 kmph so speedcode K.
Small correction, the Coopers have a 75MPH rating

 
That one tiremaker gives same maxload 4805 lbs AT 125 psi for max 68 mph , and other for 75 mph , does not stroke with laws of nature.

Tiremakers calculate maxload for a reference-speed and -pressure.
So or, the one gives it overcarefull, or the other to optimistic.
If second is true , the tire would overheat driving 75 mph constantly, with 4805 lbs load on it and 125 psi in them in ambiënt temperature of 68 degr F.
That 68 degr F is my pigheaded idea, generally is wriiten that it goes for every ambiënt temperature.

Then about the list topicstarter gave in post #7.

Only front right gives lower pressure and temperature then the other 3.
The other 3 are pretty close, and small differences can be explained by inacuracy of tpms system.

If sensors send temperature in steps of 1 degr C. , then receving unit converses it to F. and round it.
Fr Left gives 149 psi at 145 and 147 degr F. 1 degr C is 1.8 degr F.

Same with psi , also send in steps of 1 or 0.5 psi, but its yust how the tpms programming ingenieur thougt how to arange the software.
In any case its all rounded to 1 psi on screen , or do you sometimes see 149.5 psi on screen?

So still usefull to check front right suspension.
Or its only a bit higher filled cold pressure, in combination with a bit less weight on it, in combination with that inacuracy because of the steps .

Then you again see, that tpms also creates new worries .
 
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That one tiremaker gives same maxload 4805 lbs AT 125 psi for max 68 mph , and other for 75 mph , does not stroke with laws of nature.
Where do you see a 68mph max speed rating for that tire?
 
See page 11 of this Bridgestone pdf.
2 there , second is the 68 mph one, the first 75 mph AT 100 psi.

See reading back that pdf is not accepted, so have to search for another way.

In the link to Cooper , I saw a wrong converion to kmph, and contacted them about it.

But on sidewall it also is given , mostly as speedcode .
K is max 110 kmph/68mph
L is max 120 kmph/ 75 mph.
Screenshot_20241004_223432_Adobe Acrobat.jpg
 
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See page 11 of this Bridgestone pdf.
2 there , second is the 68 mph one, the first 75 mph AT 100 psi.

See reading back that pdf is not accepted, so have to search for another way.

In the link to Cooper , I saw a wrong converion to kmph, and contacted them about it.

But on sidewall it also is given , mostly as speedcode .
K is max 110 kmph/68mph
L is max 120 kmph/ 75 mph.View attachment 111182
I'm still lost, what does a Bridgestone chart using 2 different load ranges have to do with Coopers RHT2

Cooper rates theirs at 75mph, I haven't seen anything anywhere that shows a 68 max for the Coopers

This one is rated at 81mph
 
All the tiremakers use same system in TRA, so bridgestone and Cooper should give same specifications.
Then even same maxload 4805 lbs and referencepressure 125psi ( or OK 123 psi), at 3 speeds can never be right to laws of nature.

In Europe, where I live, especially trucktires have aditional service descriprions ( official term), is other loadindex ( so maxload) for other max speed.

Here a picture of it , I made years ago .
See above the yellow lines.
IMG_20220907_214922.jpg

Continental groop sometimes also give it on C-tyres ( european equivalent of LT).
 
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All the tiremakers use same system in TRA, so bridgestone and Cooper should give same specifications.
Then even same maxload 4805 lbs and referencepressure 125psi ( or OK 123 psi), at 3 speeds can never be right to laws of nature.

In Europe, where I live, especially trucktires have additoinal service descriprions, is other loadindex ( so maxload) for other max speed.

Here a picture of it , I made years ago .
See above the yellow lines.

Speed rating is not necessarily size/load dependent, at least in the US

116 different E rated tires, all the same size and load index (125=3638lbs), 4 different speed ratings:



The letters on your tire's sidewall aren't arbitrary; they're the result of meticulous testing in controlled laboratory environments. To determine a tire's speed rating, technicians subject it to a series of rigorous tests that simulate the extreme conditions it might encounter on the road.

The process typically involves mounting the tire on a specially designed testing machine that spins it at increasingly higher speeds while applying varying loads. The tire's performance is carefully monitored, including its temperature, pressure, and structural integrity. The highest speed at which the tire can consistently perform without failure determines its speed rating
 
It would go to much offtopic to go further in LT tires, but again in Europe on Personscartyres referencespeed is above Q upt V 160 kmph/99mph, and for higher speed a system of highening up referencepressure.
For C-tyres and LT-tires also used, but sometimes loadindex is lowered for a for instance S speedrated tire

For the semi trucktire in this topic, you could yusify that the 81 mph M speedrated has a construction and materialchoice that gives lower temperature at the hottest spots of tire material, so then stil not overheats driving 81 mph.
But I daubt if this is the case for these 3 different speedcodes, with same maxload at same referencepressure.
 

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