Trucks, Tech, Reviews, ADV Travel
Cooper STT PRO LT295/65R20 after the first 2,381 miles.
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Question: How much spare tire can you fit under your truck?
Answer: It depends.
This post is about squeezing a large (35.4-inches) tire into the stock location on a late-model, fourth-generation, Dodge Ram Cummins pickup.
Both my Ram 2500 trucks (2014 and 2017) have had the tailpipe heat shield removed to facilitate winching a much larger tire into the factory spot. Obviously a bigger tire sits closer to the tailpipe. Only you can decide if it’s too close for you and your application. This Cooper Tires STT PRO is only about one-inch from the tailpipe; close!
For several years I have carried oversized rubber in the factory location on my fourth-generation Ram/Cummins trucks, mostly tires that were 34.8-inches tall. The 295/65R20 Cooper Discoverer STT PRO is substantially taller.
My 2017 has less room overall than my 2014, as the factory trailer hitch receiver is still in place. (It was removed on the 2014.) There are also steel plates on the inside of the frame to mount the Hillsboro 2000-Series aluminum flatbed. The 3/8-inch plates, one on each side, consume 0.75-inches.
There are advantages to choosing 35-inch or smaller tires on late-model, heavy-duty trucks instead of the popular 37-inch versions, particularly if they will fit in the factory spare location. These include, but are not limited to, not needing an additional tire carrier or pushing a truck camper further aft to fit a spare in front of the camper (which increases rear-overhang, tail-swing, and impacts weight distribution). Unless your rig is geared low—and most new vehicles have tall gearing—the taller overall gearing that results from fitting larger diameter tires is often a negative, as it results in less torque at the wheels.
Many should ask themselves if they really need the extra clearance provided by 37-inch rubber, or are they just following the crowd, and potentially making unnecessary compromises. There are positives and negatives for nearly every modification and upgrade choice. Generally we need to give something to get something. Everyone should decide for themselves if the juice is worth the squeeze.
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James Langan
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Mount and balance, and first look at the 35.4-inch tall, LT295/65R20 Cooper Discoverer STT PRO tires I’m running on my diesel truck(s). There will be more in the weeks and months ahead, here, and also @RoadTraveler on Instagram (typically extra content in Instagram stories).
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James Langan
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Cooper Discover HT3, LT 235/75R15 For A Vintage Travel Trailer
Automotive tire tread-separation failures are presumably at record historical lows due to the quality of modern tires, and the advent tire pressure monitoring systems (TPMS). I’m not a fan of how TPMS systems have been implemented on late-model heavy-duty Ram 2500 trucks—which require 60 psi in front and 80 psi in the rear to avoid a dash-light and flashing EVIC display—yet having psi information available while driving is a huge safety feature. The TPMS amber warning light helps alert the average, possibly inattentive driver that they have a tire that has dropped below the psi specified by a manufacturer. Like them or not, TPMS are surely here to stay, however there is no legal requirement to monitor pressure on trailers.
Trailer tires are probably ignored more than those on cars and light-trucks, and that’s saying something because many drivers give their automotive tires zero attention or maintenance until there is an obvious problem. I can only offer anecdotal evidence, but I observe far more trailers on highway shoulders with obvious rubber failures than tow-vehicles. A quick search for factual data about these trailer failures didn’t produce scientific charts I could quote, though there were plenty of links to articles and posts about trailer tire failures and how to avoid them. There was a common thread among them, which helps corroborate my experience and traditional advice: buy enough tire and don’t exceed the rated capacity.
Many trailers are used infrequently, whether RVs, utility trailers, or seasonal boat trailers, and it appears many owners fail to ensure tires are appropriately inflated and ready to travel. If pressures are not checked and adjusted to proper levels before a trip, particularly during the hotter months, tires can be easily overloaded; this will cause overheating, which can lead to separation failures. Trailer tires are also often left to rot in the sun, which contributes to aging before they see many miles.
Needed RV Tires
Our vintage 1978 Avion travel trailer has served us well for the past 24 years and has consumed several sets of rubber. In addition to the miles traveled, bias-ply tires and the independent suspension have sometimes contributed to rapid wear. The Avion’s Adjust-A-Ride suspension helps the trailer ride and tow well, but there is limited adjustment available to insure perfect wheel alignment.
Like Ford’s Twin I-Beam and Twin Traction Beam (TTB) suspensions on older F-Series trucks, camber changes caused by varying loads and/or suspension cycling is less than ideal for wear. Many new trailers use radials; however, bias-ply tires are still around and often wear less evenly and much more quickly than radials.
More recent sets have been radials, but cheap, offshore-made, and from a wrong-side-of-the-tracks store; often you get what you pay for. They worked, but I also didn’t drag the trailer beyond the state line for a few years, and I was less concerned about failures. I had an important trip planned to Idaho, Colorado, and back to Nevada to have my 2017 Ram’s (aka Oscar the Pack Mule) Hillsboro aluminum flatbed installed and to help design the new Hallmark flatbed camper, so I wanted to mount something better. That prompted the question, what are the best trailer tires for my application?
Special Trailer, P-metric, And Light Truck
Special Trailer (ST) tires are designed to be used on trailers, and they are not safe or legal for passenger vehicles. They are original equipment on many new trailers and are often the default choice for most at replacement time. P-metric, passenger car tires, are not specifically designed to be used on trailers, but they can be. However, their maximum load capacity must be reduced by nine-percent.
The speed rating for most ST rubber is 65 mph, though some now have higher ratings, and I purchased a set from Discount Tire a couple years ago that were capable of faster speeds. There are many states with higher speed limits without additional restrictions for trailers. Some drivers and tow-vehicles have no problem driving faster than 65 mph, but the treads need to be designed for that duty to be safe.
There is a sometimes-overlooked third option, Light Truck (LT) tires. Unlike P-metric sizes, LT tires can be loaded to their rated capacity for trailer applications. If you have any doubts about this, read it for yourself on a respected authority’s website: https://www.tirerack.com/tires/tiretech/techpage.jsp?techid=219
Considering LT tires not only expands the sizes that might fit a chassis, but light truck rubber can provide an additional benefit rarely seen on P-metric or ST equivalents: more tread depth. Just like it does on trucks, deeper tread helps us get more miles out of a set and can also disperse more water, snow, and other debris. Using LT tires on trailers is not revolutionary; there are a few manufacturers that put them on new units. Many RV owners unhappy with the limitations or poor quality of some ST tires have chosen to move to LT designs.
Some folks dutifully repeat hearsay that ST rubber is the only choice for trailers, primarily having P-metric in mind as the sole alternative. Instead of ST, maybe LT designs should be our go-to choice? I read a compelling argument by an RV tire expert who explained some of the ST tire shortcomings. He asked, “How is it that ST tires are rated to carry more weight than LT tires of the same size?” He explained that the loading formula for ST rubber is based on old alpha sizes, a maximum speed of 65 mph, and a shorter life expectancy. That explains a lot and doesn’t sound like a great compromise. Special Trailer tires are rated higher than comparable light truck versions partially because rapid wear (and possibly early failure) is acceptable. There are always opposing views, and I found another RV expert who acknowledged the checkered past and design limitations of ST rubber, but he still prefers them.
Outdated Size
The original size tires for our 40-year-old Avion trailer were 7.00-15 LT-D, which were about 29.5-inches tall. Note that this is an LT size, not an ST size, and could support 1,970-pounds each. (Modern ST versions of this exact size are rated for 2,040-pounds at 60 psi, about 70-pounds more per tire than the originals.)
Back in 1994 when we bought the Avion, the 7.00-15LT bias-ply size was still readily available. They can still be sourced but are rarely in-stock, and brand and tread choices are few. The common replacement is an ST225/75R15 radial, and a few sets of these have been run on the original Avion aluminum wheels, including load-range-C versions that had just enough load capacity.
The 225/75R15 is about one-inch shorter than the OE size, which effectively lowers the trailer about one-half inch. Some would consider a lower chassis beneficial, and generally it has been fine. However, this Avion was already pretty low, and when driving on dirt roads to deer-hunting base camps in Nevada’s Outback, lower has not been better. So I carefully researched sizes, specs, and measured the available clearance inside the Avion’s wheel wells, before jumping up to a bigger LT size.
Cooper Discoverer HT3
The LT235/75R15 size is small by modern pickup standards, but they are still made and available from full-line manufacturers. The overall diameter is similar, though slightly wider and taller than the original 7.00-15LT. The exact dimensions of a tire in any given size will vary between manufacturers, and with the limited clearance on the trailer, I was concerned about possible rubbing. I measured carefully, studied the suspension and fender wells, and convinced myself that Cooper Tire’s LT235/75R15C probably would not rub ($130 each).
The original 7.00-15 were load-range-D, and most 235/75R15LT are load-range-C. However, as I detailed in another tire article, it is time to starting using a tire’s load index and the actual capacity, instead of load range or ply rating. What does the sidewall say? The load-range-D, 7.00-15LT treads were rated for 1,970-pounds at 60 psi. These load-range-C Cooper Discoverers in LT235/75R15 have a capacity of 1,985-pounds at 50 psi. Tread depth is a whopping 14/32”, not quite double the 8/32” on a typical ST. It should be easy to get thousands more miles out of these Coopers. Pay a little more to get more performance, wear, and safety? You bet!
The HT3s were mounted on the OE aluminum wheels, static/single plane balanced, and test fit to the Avion. The Cooper Discoverers appeared to have adequate clearance, but I went to a nearby high school parking lot after hours to articulate the axles on some large, teenager-inspired speed bumps, while inspecting for possible rubbing. With an HT3 stuffed into the fender well, clearance between the outer shoulder and the inner fender was tight, about 1/2″, but they did clear.
2,200 Mile Road Test
The real test was heading out across the Western United States, over fast rural highways and freeways. Leaving Western Nevada, I drove almost 500 miles to have the Pack Mule’s flatbed installed in Idaho, then another 700 miles to Fort Lupton, Colorado, to Hallmark Campers. The most direct route home was an additional 1,000 miles.
The Avion dutifully followed behind the regular cab flawlessly, at any legal speed, which is 80 mph on some sections of rural Interstate 80 in Wyoming, Utah, and Nevada. These HT3 have an N-speed-rating, 106 mph, of course that’s a bit fast, and most towing was between 65 and 75 mph.
The Discoverers never felt hot to the touch, barely warm, and did not appear to wear during the trip, as they still measured a full 14/32″ upon returning home. This contrasts with the short life I’ve experienced from bias-ply tries on the same chassis, which sometimes have been consumed after just a few thousand miles. I am extremely happy that I chose the Cooper Discoverer HT3 specifically, and a high-quality LT tire in general.
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James Langan
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Resources:
Cooper Tires
800-854-6288
Hallmark Campers
877-659-5753
Our 2005 Lexus RX 330 was one of the cleanest and best maintained used vehicles we ever purchased. For the first 11 years of life it logged just 52,000 miles, and it was religiously dealer-maintained.
Still, it needed a few things, new brakes were one and new rubber another. The tires had more than legal tread—though that’s not saying much, as legal is only 2/32” most places during the dry months—but certainly not as deep as we prefer for all-weather traction. Tires are expensive, so we postponed getting replacements for over a year. We stretched the worn Michelins through the first winter, but before Jack Frost arrived again we wanted new rubber on the car.
Waiting was good, because at the 2017 SEMA Show, Cooper Tires announced 30 new sizes in their Discoverer SRX SUV/CUV line, originally introduced in 2014. One of the new sizes was exactly what we needed for the RX 330, a 235/55R18.
Discoverer SRX
The Discoverer SRX is an all-season design that blends innovative technology with advanced engineering to deliver long tread life, a quiet and excellent ride, with improved efficiency for a wide range of applications. Our size has a 65,000-mile treadwear warranty. Key features include:
•3D Micro-Gauge™ sipes maximize tread contact with the road surface to
grip the road better
•Optimized five-rib tread pattern evenly distributes the load across the tire’s
contact patch leading to improved treadwear, responsiveness and handling
•Traction grooves facilitate the expulsion of water away from the tread surface
effectively reducing the potential of hydroplane while increasing grip
•Winter edge feature creates a higher snow-grip area in the tread to provide
better traction
•Stabiledge™ helps stabilize the tread elements during driving conditions,
enhancing steering precision
•Wear Square™ treadlife indicator gives consumers a convenient way to gauge
the amount of wear on the tread of the tire, showing when it is time for replacements
Drivability Backgrounder
Our Lexus RX 330 was a replacement for my wife’s 2013 Volkswagen Jetta Sportwagen TDI with a 6-speed manual transmission. Unfortunately, the TDI was bought-back by Volkswagen as part of their diesel-emission-cheating debacle. The little diesel VW was fun to drive and very economical. The RX is a nice, luxurious SUV, but does not drive or perform like the TDI, and fun is not an accurate descriptor. The Lexus has a soft, marshmallow-like suspension compared to other vehicles we have owned. It is neither a modern sedan nor heavy-duty truck, but the masses must love them as we see them everywhere. My wife says it is her soccer-mom or grandma car. We like the RX 330 fine; it’s just a very different ride for us.
Acknowledging and understanding how different the VW and Lexus platforms are, we both still thought that the RX drove poorly compared to the TDI. The alignment was checked by a trusted, journeyman expert. All was well. If anything needed attention in the near future it would likely be the independent-rear-suspension (IRS), where the camber was just within specification. The front was fine, and there was no need for adjustment. However, the Lexus had a distinct tendency to drift right or left, often requiring constant steering input to keep the car tracking forward, even on relatively straight and level roads.
Cooper Tires Fix A Problem
My extensive experience with light-truck rubber has shown that changing treads sometimes involves compromises. Some designs have a tendency to pull one direction or another on some chassis, or exhibit other unpleasant traits, and mechanical adjustments may be needed to return drivability to acceptable levels. It’s almost impossible to know how a particular pattern will work on a vehicle until you try them. Boy were we in for a surprise….
Mounting the Cooper Discover SRX to the Lexus produced no drivability quirks. Quite the opposite, the Cooper Tires were a dramatic improvement. The Discoverer SRX made the RX 330 drive much better, the wandering was gone, and constant correction was no longer necessary to go straight. The old, worn rubber was the problem. Our little SUV had been transformed!
After returning from my test drive I downplayed the improvement to my wife, simply telling her the new tires were “fine,” not wanting to color her first impression when she drove her car. After her first-drive on the SRX Coopers, she was also extremely impressed, telling me that her little wagon drove much better. It actually made her like the car more.
Great All-Around Design
The SRX were mounted in late November 2017. Our winter was moderate in the Northern Sierra Nevada, but there was plenty of on-highway snow, ice, rain, and grit. After every slippery commute I solicited comments from my wife. She’d enthusiastically reply with how much safer and better her all-wheel-drive SUV drove, and didn’t slip, with the Cooper Discoverer SRX tires. The tread design and siping works. Our only minor critique is that the SRX sometimes follow rain grooves on concrete freeways. This is not unusual for a ribbed all-season. It has more to do with the roadway than the tires.
It’s important to have a good, matching spare, particularly for an all-wheel-drive vehicle. The original, 10-year-old spare was still tucked under the Lexus, so a fifth, matching SRX filled that need. Sticking with the stock, 235/55R18 size meant there were no challenges fitting the spare, the speedometer remained accurate, and the traction control and ABS systems remained happy.
Wear Data
The SRX are wearing evenly and similarly on both the front and rear axles. They received their first rotation slightly late, after 6,700 miles had been covered.
As this is written, we’ve logged 8,800 miles over 10 months, with the tread measuring about 9/32”, down from the original depth of 11/32”, for an impressive 4,400 miles per 1/32” of rubber.
As autumn and winter weather approach, we have the utmost confidence that these Cooper Discoverer SRX tires will take us anywhere we want to drive the little crossover SUV.
Gorilla Automotive Wheel Nuts and Locks
This car had factory Lexus/Toyota wheel locks. Sufficient, but not the brand or style that I prefer because the key-to-lock engagement is shallow.
For several years I have been using Gorilla Automotive locks on all my four-wheel-drives, so I inquired what might be available to fit the factory wheels. The standard, light truck wheel nuts and locks fit the original aluminum wheels perfectly, and were pretty much the only choice. That’s what I ordered. There was an optional bonus I was surprised and happy to learn.
It was possible to order the wheel locks to accept the same key I was already using on my two late-model Dodge Ram 2500 pickups. Wow, awesome! I still ordered a few extra keys; we don’t like to be without them, one for my toolbox and a couple in the car. Having most of my vehicles in my garage using the same wheel key is fantastically convenient for routine maintenance.
James Langan
Copyright James Langan/RoadTraveler All Rights Reserved
Resources:
Cooper Tires: Cooper Tires
Gorilla Automotive Products: Gorilla Automotive Products
Cooper Tires’ Scott Jamieson, Director of Product Management, gives us the rundown on the new AT3 4S, LT, and XLT designs at the 2018 SEMA Show.
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All Rights Reserved.
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Cooper Tires’ Discoverer S/T MAXX has been my favorite commercial traction/hybrid tread design since its introduction. I have experimented with four sizes on four different truck platforms, and suggested them to many friends and acquaintances. Two of my four-wheel-drives are still running the S/T MAXX, including the built, 2006 V-8 Toyota 4Runner with 4.88:1 gears in this video.
After a whopping 7,436 miles before the first rotation, mostly road miles, these LT285/75R16 Discoverer S/T MAXX are wearing impressively well and evenly. From their original, generous depth of 18.5/32″, the fronts are down to 16/32″, and the rears 16.5/32″, 2.5 and 2/32″ respectively. That’s an average of 3,300 miles per 1/32″ of tread, and excellent wear from a fairly aggressive, moderate-void tire on a full-time four-wheel-drive car. They were rotated using the rearward cross pattern.
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All Rights Reserved.
Source: Cooper Tires