When we consider the examples provided by various leaders around the globe where Covid-19 is considered, the outcomes can be binary; either the decision has worked out well, or the disaster is still arising.

So in considering a truck pulling a trailer, the trailer has to follow the lead of the prime mover, BUT in this case, the trailer bears substantial influence upon the direction the prime mover is travelling.

In order to stay on course, the driver of a truck and trailer combination is usually required to provide continuous inputs to the steering. The question of why such inputs are needed is not easily answered if the trailing units are actually appropriately aligned. More often than not, this is not the case. Trailing unit misalignment is the greatest cause of rash drive, influences tyre wear, increases fuel burn and decreases wheel end life, ergo increasing the operating costs.

Instead of rolling over the pavement, the tyres are actually scuffing and being dragged over the running surface. If the axles of the trailing unit are not ‘aligned’ to the appropriate settings, it will pull the tractor off course. Appropriate settings are usually tighter than the broad specification manufacturers suggest (and truck OEMs don’t really care much about trailers).

One transport company was unpleased with the tyre performance it was achieving. The company was looking for efficiencies in its operations, so it engaged TyreSafe Australia to assist.

After inspecting the scrap tyre heaps, it was determined that there was a good prospect of improving the bottom line by a good number of percentage points.

The process of having all the tyres rolling in exactly the same direction was paramount.

Once inflation pressures were brought under control using real-time tyre monitoring systems (TPMS) broadcasting tyre pressure data back to base, several issues were identified by examining how the tyres reacted during the operations.

Topics such as axle camber, wheel bearing preload are all under the old bogey of ‘wheel alignment’ and so were examined along with the actual axle alignment and wheel (tyre assembly) balance. Adjustments were made, tuning the trailers sometimes fraction by fraction.

The first noticeable effect was comments from the drivers such as “we don’t know we’ve got three trailers, this thing steers like a car”, “I can relax and just monitor the drive; I’m no longer fighting the steering wheel trying to keep the rig on the road” and “at the end of my 12-hour shift, I’m feeling fresh, my arms aren’t sore from constantly working the wheel to keep heading where I want to go not where the truck wanted to go” – giving indications that the project was bearing fruit.

All the tyres from the pilot rig were now evidencing evenly shared workloads; the operating pressures were within the acceptable range for all tyres on each axle group. The end-of-life tyres no longer exhibited strange wear patterns; they all were wearing evenly and smoothly, tread consumption was impressive. The projected tyre life increased by a double-digit number according to change out frequency reduction. The most impressive return was from fuel burn rates.

Being a triple trailer unit, a lead trailer followed by two dolly/trailer tri-axle combinations, the fuel burn rate was always going to be high. Starting from a 1.45 km/litre base, the pressures/alignment project presented figures of 1.85 km/litre, a 27 percent improvement. Considering the annual travel was some 250,000 km, the savings were substantial, to say the least.

Add extended wheel end life, reduction of driver fatigue and the tyre life is extended by 10 percent plus the return on the investment is remarkable.

The alignment of the trailing units directly influences the performance of the entire rig. Having tyres wearing evenly means tyre rotations over different axles became a matter of routine periodic maintenance, not a desperate attempt to salvage a few more millimetres of tread before throwing a large percentage of usable rubber away.

Quite often, operators only care about the tractor. For some pulling client trailers, there is little option. They have to pass the costs on to the client when the contract is signed knowing full well that tyre wear is going to be higher than it should be, fuel burn is going to be higher than it needs to be and the potential for a loss of control event is higher than it needs to be.

Observing tyre pressures in real-time now provides opportunities to examine the underlying reasons why the tyres are reacting the way they are. Agreed road conditions are always a challenge, but all tyres on the rig suffer those consequences one way or the other. It is why the tyres react the way they do is what we are interested in.

Having a software database system that can compare real-time inflation pressures from different axles and positions will reveal insights that are usually just dismissed in the scrapyard as ‘that’s life’. Sorry, I am not going to accept observing tread packages that are not evenly worn across the face and around the circumference as being normal. If the leadership provided does not yield success, then question the status quo, is this true leadership or just profit burning?

Dog tracking is not a unique concept. The head end may be pointing in a different direction to the back end, both ends scuffing the surface to achieve the intended direction of travel. I’m sure many of you have followed a trailer going in a different direction than the tractor.

Why are transport operators continuing to consider tyres as consumables when in fact, they are diminishing assets? This is not semantics or wordplay. When tyres are viewed holistically, the return from the asset group (the truck and trailers) can be improved substantially.

Any transport organisation is in business to generate a profit, which surely is the reason for the business venture, is it not? If the profits will be thrown away because of a lack of direction or leadership, is that not akin to a trailer pulling the tractor offline, what I call dog tracking?

Quality tyres wear according to what they experience. Being pulled offline is the fastest way to burn tread rubber; ignoring inflation pressures is the fastest way to burn the casing’s potential. Despite what is said around the scrapyard, actually maximising the return of your tyre investments is not rocket science, diligence and dedication are required.

Success doesn’t reward a lack of effort. (TT)

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Bridgestone’s Potenza Sport EVO has earned two independent test accolades, strengthening the tyre maker’s standing in the ultra-high-performance segment. The double success spans a victory in What Car?’s summer tyre test and a Recommended award from evo.

In What Car?’s evaluation of 11 summer tyres, the Potenza Sport EVO ranked first. Fitted to a Volvo XC60, it drew praise for predictable handling and secure performance in wet and dry conditions, along with communicative steering suited to a premium performance tyre.

The What Car? results also underscored tyre choice’s safety implications. In wet braking, the Bridgestone stopped 7.3 metres shorter than the Goodride competitor. The publication concluded that the Potenza Sport EVO justified its higher price, highlighting the value of investing in quality tyres.

The evo test delivered further recognition. The Potenza Sport EVO finished second overall but secured the Recommended award and was arguably the standout performer across individual disciplines, taking five first-place finishes. It earned top subjective ratings for polished, effortless behaviour, excelled in wet grip, traction and stability and set the fastest handling-course time, becoming the only tyre to break 51 seconds.

Drew Chapman, Consumer Sales Director, Bridgestone UK, said, "To achieve such outstanding results in two highly respected independent tyre tests is a fantastic endorsement of the Potenza Sport EVO and the engineering that has gone into its development. Winning the What Car? test against 10 other competitors, while also securing evo's Recommended Award and five individual test victories, demonstrates the tyre's exceptional breadth of capability. These results reflect exactly what we set out to achieve with the Potenza Sport EVO; delivering outstanding performance, control and confidence in a wide range of driving conditions. It's hugely rewarding to see that recognised by independent experts."

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Citira, a Sweden-based company specialising in circular tyre management, has expanded its UK commercial service network by acquiring G & S Tyres Ltd, a move that also brings a modern retreading facility in the London metropolitan area into the group. The deal advances Citira's push towards a national UK footprint, building on its recent purchase of Redpath Tyres in Scotland and its entry into UK market earlier this year via Tyrefix Group.

G&S's local knowledge, solid reputation and retreading strengths align closely with Citira's circular tyre management model, which covers retreading, rim refurbishment and fleet logistics and is already well established across the Nordics and Poland. The East London site is strategically positioned and employs around 45 people.

A two-generation family firm with more than four decades of service to UK customers, G&S will keep trading under its own name with its existing team. Gary, James and Billy Short will stay involved in the business and take shareholdings in the Citira Group.

Oliver Johnson, Head of UK at Citira, said, “G&S Tyres has earned a strong reputation across the UK through its reliability, service quality and close relationships with the fleets and customers it supports. That reputation provides an excellent foundation for the next stage of growth. Following our acquisition of Redpath Tyres in Scotland, G&S is a further step in our ambition to build a national commercial tyre service network with the best people and businesses in the UK.”

Gary Short, speaking on behalf of the Short family, said, “We are very happy to join a group whose ambitions for the UK align so well with our own. Citira is a great home for G&S and gives us the right platform to support the next generation, spearheaded by James and Billy, as they continue to grow and improve the business.”

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Hankook Tyre UK will exhibit on Stand B40 at RTX Scotland, which returns to Glasgow's SEC on 18–19 November 2026 after a successful 2025 debut. The two-day event brings the road transport industry together for innovation, expertise and networking, and Hankook will showcase its extensive portfolio of Hankook and Laufenn commercial vehicle tyres, designed to meet the evolving demands of today's transport operators.

Bigger than last year, the Glasgow show completes a three-market line-up alongside RTX's flagship Stoneleigh event and its Irish show, bringing the same truck-focused approach to audiences across the UK and Ireland. More than 80 exhibitors, from major truck manufacturers and trailer producers to tyre specialists and workshop suppliers, will take part, with over 7,000 visitors expected to explore developments, attend expert-led seminars, workshops and tech talks, and connect with key professionals.

At the heart of the stand, the SmartFlex range addresses regional and long-distance transport. The AL51 for steering and all-position duties and the DL51 for drive axles deliver up to 20 percent lower rolling resistance on long-haul routes than their predecessors, with consistent performance throughout service life, while the AH51 and DH51 offer dependable grip and braking for regional haulage. All can be regrooved and retreaded to maximise tyre life and cost efficiency. Hankook will also present the 315/80R22.5 Smart Work AM11+ for on- and off-road front-steer operations, the AM15+ all-position tyre, the TH31 all-season trailer tyre, the TH51 with Hidden Groove technology and the Vantra ST AS2 van tyre.

Laufenn, Hankook's associated brand, will display its growing commercial vehicle portfolio, including the Laufenn365 initiative, the LR01 and LR02 for on- and off-road applications, the LR53 drive tyre and the X Fit Van 4S. Drawing on Hankook's development expertise, Laufenn combines value, performance and full retreadability to help cost-conscious fleets manage operating costs and environmental impact. With solutions spanning heavy-duty regional haulage, long-distance transport, mixed-service operations and light commercial vehicles, Hankook's presence lets visitors explore products tailored to their needs and connect directly with the team.

James Misselbrook, UK Truck & Bus National Sales Manager, Hankook Tyre UK, said, “RTX Scotland provides an excellent opportunity to connect with fleets, operators and industry partners, and we're excited to be returning for a second year. The event comes at a significant time for Hankook, as we showcase some of the first 385/65R22.5 trailer tyres produced at our new European TBR manufacturing facility in Rácalmás, Hungary. This major investment underlines our long-term commitment to the European market and reinforces our ability to deliver innovative, high-performance tyre solutions that help fleets maximise efficiency and profitability."

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Pirelli is all set for the winter season with its winter tyre range that is renewed over the past two years. The newly launched Scorpion Winter 3 joins the P Zero Winter 2 for high-performance cars and the Cinturato Winter 3 for saloons and crossovers. The range is available with Pirelli Elect technology for electric vehicles. Independent tests by European organisations have placed Pirelli winter tyres at the front in safety-related areas, while the Cinturato All Season SF3 has recorded four victories and six additional podium finishes.

Winter tyres or suitable equipment are required from 15 November to 15 April. Most winter driving occurs on dry and wet roads. Below 7°C, winter compounds offer more grip than summer compounds, and the tread pattern helps counter aquaplaning and generate traction on snow. Sidewall markings indicate capability: M+S identifies a product for challenging surfaces, while 3PMSF certifies testing in harsh conditions. An appropriate winter driving style includes increased safety distance, avoiding sudden acceleration and reducing brake use in favour of engine braking.

The Cinturato Winter 3 took first place in the 2026 ADAC winter tyre test in size 225/50 R17 against 16 models, earning a highly recommended rating with the best wet score and the highest assessment for driving safety. It won the AvD test in size 225/45 R17 against 15 tyres with a very good rating. It also finished first in the Auto Bild comparison in size 205/55 R16 on a Volkswagen Golf against 14 tyres with an exemplary rating. Podium finishes followed in tests by Auto Express, Auto Bild Allrad and Tyre Reviews, giving six podium finishes in seven tests, including three victories.

The Scorpion Winter 3 debuted with a victory in the alVolante comparison in size 235/60 R18 on an Alfa Romeo Stelvio, ranking first among six winter tyres. Its wet performance, shortest braking distance, fastest lap time and progressive reactions set it apart. It was judged consistent and predictable on snow and balanced on dry roads.

In the annual Auto Bild super comparative test, the P Zero Winter 2 finished on the podium with an exemplary rating, thanks to precise driving behaviour in wet and dry conditions and braking performance on both surfaces. The Cinturato Winter 3, Scorpion Winter 3 and P Zero Winter 2 are available with Pirelli Elect technology on dedicated fitments for Europe's electric vehicle fleet. Elect addresses low rolling resistance for range, acoustic comfort, longer tyre life, grip for immediate torque and a reinforced structure for battery weight.

All-season tyres suit drivers mainly in urban areas covering up to 20,000 km per year without frequent heavy snowfall. Higher mileage, regular mountain travel or high-performance cars generally call for winter tyres. The Cinturato All Season SF3 carries the 3PMSF marking and has four victories in comparisons by Auto Zeitung, Reifentester, Auto Express and Que Choisir, plus six additional podium finishes. The new Scorpion All Season SF3 extends the approach to SUVs.

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