20% More Tire Life: Beyond Just the Tire
In this episode of Around the Bead Podcast, Joe and Big John sit down with Nathan Lazwell, General Manager of Mechanical at East Bay Tire, to explore how mechanical components — not just tires themselves — play a major role in tire wear and fleet performance.
Drawing from more than three decades in the industry, Nathan shares his journey from a young apprentice technician to leading an entire mechanical division known for alignment expertise. The discussion breaks down the relationship between suspension systems, axle alignment, and real-world tire performance, revealing why many tire issues actually originate from mechanical problems beneath the truck.
From early alignment technology in the 1990s to modern diagnostic systems, the conversation highlights how proper inspections, accurate measurements, and hands-on training remain essential despite advances in equipment. The episode also examines workforce challenges, evolving training programs, and why developing skilled technicians is critical for the future of the industry.
🔧 Topics Covered:
How mechanical components directly impact tire wear
The role of suspension systems in irregular tire wear
Evolution of truck alignments from the 1990s to today
Why aligning only steer axles can still cause tire problems
Common alignment mistakes technicians make
Drive axle alignment and thrust angle explained
Hidden suspension issues that destroy tires prematurely
The importance of pre-alignment inspections
Training the next generation of alignment technicians
How proper alignment improves fuel economy and tire life
Real-world lessons from decades in heavy-duty mechanics
Workforce changes and the future of trade education
Show Notes:
Episode: 20% More Tire Life: Beyond Just the Tire
Host: Joseph, Big John, Steve Fossum and Nathan Lazwell
Runtime: 46 minutes
Summary: How much of tire wear actually comes from mechanical issues rather than the tire itself? In this episode of Around the Bead, Joe and Big John sit down with Nathan Lazwell of East Bay Tire to explore the critical connection between suspension systems, alignment accuracy, and tire performance. Drawing on over 30 years of experience, Nathan shares real-world insights on common alignment mistakes, overlooked mechanical problems, and why proper inspection and technician training are essential for improving tire life, fuel efficiency, and fleet safety. This episode goes beyond tires — highlighting the mechanical foundation behind every successful operation.
What You'll Learn:
Why up to 80% of irregular tire wear can be linked to mechanical conditions
The difference between steer axle and full-truck alignment
How misaligned drive axles can destroy steer tires
Why trusting alignment computers without verification can be costly
The suspension components most commonly overlooked by technicians
How proper alignment can improve tire life by 10–20%
The connection between alignment accuracy and fuel efficiency
How training and mentorship shape successful technicians
Why mechanical inspections should always come before alignment adjustments
Links:
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Transcript:
00:06
Around the beat podcast, tire talk for trucking, mining, agriculture, and more. Your home for fleet solutions. Aiming to inform, pioneer, and entertain the tire world in connected industries. Sponsored by East Bay Tire, keeping essential industries moving forward.
00:34
Mics are hot and around the beat is back. I am your host Joe. I am joined by our co-host Big John. And today we have a special guest, Na Nathan Lazwell, GM of mechanical at East Bay Tire to talk to us about how mechanical components affect tire wear. Gentlemen, are you
00:55
ready to kick the tires? >> Start kicking. >> Yep. >> So, Nathan, we'll pop this up on the screen for the audience. The the Casing Conditions Guide is a a book that talks about tire wear. And I swear when I read it, 80% of it is caused by this mechanical condition, this mechanical
01:15
condition. Um, is that my imagination or are we seeing mechanical components affect wear a lot more frequently than we know? >> That's what you're seeing, just like the book says there. Um, a lot of components in the suspension will cause irregular tire wear.
01:33
Nathan, uh, let's take a little step back and talk about your history in mechanical. When did you start wrenching? Uh, how did you get to where you are today? >> January of 91 is when I started. >> How old were you? >> 19 years old. >> And where did you start?
01:51
>> Shutter Tire in Fresno. >> In Fresno. >> Yeah. They uh they had a truck center there. Um, and I always been intrigued with the trucking. Yeah, >> always wanted to have be in that field one way or another, whether it was driving or working on them.
02:10
And I was a grocery store uh clerk at the time with union benefits. >> Yep. >> And I took a $4 an hour pay cut >> to go wrench. >> To go wrench. >> Were you doing tires and mechanical or just hey, we're going to go work on uh equipment mechanical? I was a me I was a
02:30
tire mechanical helper. So yes, I started busting tires also. >> So like an apprentice. >> Yes. >> That's a nice way to start. I mean uh you're not just thrown into it, but you're also not going through all the education. >> Yes. >> Tell us about that as a a kid learning
02:48
how to wrench uh at Shetler Tire from uh was it a master tech or just somebody who knew what they were doing? >> Yes and no. Um the guy that uh was training me, he didn't really want to show me his knowledge because he was afraid I was going to take his job.
03:06
And within about three years, I did that anyway, >> which is the opposite of how I feel like you view it now. You want to share the knowledge. >> Yes. I've always said that anybody that came in and I was uh training them under me. Yeah. I wanted to show them any everything that I knew
03:26
>> and I wanted to help them because I knew in the long run that would help me be successful also. Um and the company that I'm working for. >> Yeah. >> Um my dad always taught me to take care of the company that you're working for. because if they don't make a profit,
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they're not going to be able to pay you. So, I always treated it like it was my own business, the best that I could. Well, >> I think every customer that uh you've ever met uh can see that. I mean, your reputation in the field, uh, for the audience out there who who isn't
04:08
familiar, uh, Nathan's built a reputation for being the best alignment, uh, technician for class 8 trucks. Um, and now subsequently runs, uh, an entire mechanical division. Um, all built on customers who come back and back for that reliability. Uh, you remember when your first
04:27
alignment was? Oh, >> and how'd you do it? >> Well, the the tech that was training me, he did show me basic things how to do it. And I started in an automotive because he was taking care of the trucks >> at that time. We had a contract with Michael Chevrolet in Fresno and we were
04:49
doing two to four lowering jobs a week for them >> with Beltec suspension. >> Okay. And so he put me on that. He showed me one and then I just took off with it. Um doing drop spindles, C notch in the frame and then I would align them up after that and
05:14
test drive them, make sure they were good, deliver them to the customer and uh and at the same time I was watching him do the big rigs. >> Yep. So, um, the guy from Beline would come in and show him a few things and then he caught wind of me and he was the beline sales rep.
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>> Mhm. >> He sold alignment racks and bending equipment back in those days. We used to bend the axles on the trucks to set the camber. >> Yeah. So he kind of took me under his wing on Saturday when the lead mechanic wasn't there and started showing me
05:52
because I think he saw potential, >> right? >> You know, and the mechanics just came naturally to me. My dad was chief engineer at Foster Farms Dairy. >> Yeah. >> He taught me a lot of stuff at home. He used to build trailers and that kind of stuff. So when I started wrenching, it
06:10
just came natural. And Andy at Beine, he taught me all that stuff. He told me, he taught me to check the spring bushings and other suspension components that the other lead mechanic at that time was not doing. >> Mhm. >> So that first alignment goes way back. in
06:33
the Oh man, I look back at that alignment equipment. You You could literally set the alignment with a tape measure and get it just as close back then because it wasn't that accurate. >> So So help me out with that. What's the evolution of alignments from that first
06:49
one in your history to where it's at today? >> Well, it was pretty primitive. It was always hard to to mount the sensors to the wheel >> and if you didn't do it just right, they would fall off during the alignment and then you had to start all over. >> Okay.
07:06
>> But you were using sensors at this time. This is 1991. >> Yes. Okay. >> Yep. And you could print it out before and after even in ' 91. >> Okay. >> You know. >> Yeah. Just like we do today. >> Yep. Um, but it was not that accurate. And you had to always ask yourself, is what
07:28
I'm seeing on the screen a true number? >> Yeah. >> Because one time I was aligning a a big rig and it showed on the screen that it was towed in an inch and a half. So, I just started cranking on the tie rod until I got it to 06 on the toe. >> Yeah. >> And
07:53
Okay, it looks good. Printed it out. The guy hopped in the truck and when he got down to LA, his tires were history. Brand new Michelins that Shutler Tire just put on. >> Just completely wore out in from Fresno to their 300 miles, 400 miles. >> Yes.
08:10
>> Thanks. So, I'm like telling the boss, "Well, I got the print out here, you know." So, um, we had to pay a tire shop in LA to put two new tires on it and realign it down there. >> Yeah. >> And then they sent back, "Hey, this guy had this thing towed out like 2 in, >> you know."
08:34
>> So, that taught me don't ever cross trust the the screen on the computer. verify with a tape measure. >> You still do that today? >> Yes. >> Really? >> If I'm doing it myself, I do it today. If I see a big uh a reading that is way out of spec. >> Sure.
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>> If I'm only moving the toe a 16th of an inch or anything, I can pretty much trust the computer. >> Yeah. you know, but but um the com the readings that you're finding on the screen are only as accurate as the mechanic that mounted the equipment to the wheels. >> Oh, I see.
09:13
>> Yes. So, if he makes a mistake there, you're going to get false readings. >> So, if we're using a lot of the same processes today, sensors, print outs, uh what's the difference in tech from 1991 to now? the way you mount the sensors to the wheels. Far more easier, faster, um,
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more accurate. If you're off on the way you mount it, >> yeah, >> it will alert you. >> Oh, interesting. >> Yes, it will tell you you don't have it square enough for us to give you accurate readings. You need to take a look at the right rear sensor.
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>> Okay. And I I do want to get into suspension, but I really want to cover alignment as a as a whole. Tell tell me about a two basically a steer axle alignment versus a three axle alignment. Well, on a on a semi and you're only you're only aligning this front end,
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you can make the truck go decently straight, set the toe, and it's close. But what most people don't understand is if both rear drive axles are out, it causes you to scrub the steer and you will still get irregular wear on the steer. >> Oh, that's interesting. That's got to
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create some conflict. I mean, if I go in and I thought I was aligning my steers, but then I come back with a regular wear, I'm pissed. >> Yes. >> But it really comes back to the drive axle being misaligned and scrubbing the steer, not the drives.
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>> Correct. Interesting. Could Could a rear um uh on the rear two axles if they're out of alignment, will it throw the specs off on the first um the the stairs of the reading? I know back in the days, you know, in the 90s when I used to do, you know, auto stuff. Um we used to have
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to do the st go through the front tires, do the rears, and go back to the front to uh recalculate it because as we adjusted the rears, it would it would it would give us a different reading from the front. >> Yes, that could still take place. you kind of got to adjust them all together.
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Like if you have a reading real far out on the rear, you're going to want to get that close before you start um doing the front. And then if you move the caster on the front, sometimes that throws your thrust angle back out on your uh drive. So you might have to make
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another minor adjustment back there. >> Why would anyone want to just get steers aligned? They think that they uh had another shop just align their drive axles, you know, 50,000 miles ago and they're wearing perfect. >> So, I don't want to spend the money to do the whole job again.
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>> Will you do just steers if someone asks? >> I will, but I reluct uh reluctantly do it. I try to convince them >> Yeah. >> that they need to do all three >> or put a caveat in there that, hey, this isn't an end all fix all. Yep. I put a note on the work order. There's
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absolutely no warranty on drivability. >> Yeah. The um uh on that note, you know, there are uh some shops up there that do uh set the toe and go, and it's a it's a really quick alignment. What what is actually set the toe and go? Well, the toe is the most important part
12:35
of the whole alignment, >> which is what? >> If a if the vehicle is towed in, the front tires are pointed toward one another in the front >> like this. >> That's tow in. Yes. >> Tow in. Okay. >> If it's towed out, they're >> Yeah. >> And a lot of guys try to make the truck
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go straight by towing it in extra. >> Oh, okay. Yeah. Yeah. and it makes it plow going down the road, but you're causing high scrub. You're causing worse fuel economy and your tires are paying the price. >> So, so the set the tow and go is a steer
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axle alignment where you tow it slightly in to guarantee that it's not towed out at all. >> Correct. >> Okay. >> You want it towed in slightly because they naturally want to pull apart going down the road. >> I see. How much do you want to tow it in? >> Like a half a degree.
13:32
>> Not even close to a half a degree. And some tire manufacturers have their own specs within the manufacturer specs. >> Tire manufacturers have specs. >> Yes. >> Really? >> Michelin wants your toe toward the minimum manufacturer spec. >> Okay. >> So, let's say the truck spec is
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um a 64th of an inch towed in. >> Yeah. But they will allow you to go down to zero. Michelin wants it at zero. >> Interesting. >> Um, >> what about the equipment man? A Freight Liner, a Kenworth, a Volvo. Do they have preferred specs? >> Yes, it's about a a 16th of an inch
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towed in. >> Okay. >> Down to about um 132nd of an inch towed in. >> H. But they also let you go as high as um about an eighth inch towed in >> Yes. >> the tolerance level. >> And that that that brings me to the fact that when they build brand new trucks,
14:39
they have a wide range on their spec. They're just getting the alignment close. I I you know, I wouldn't even say it was close. They're just >> getting them done as fast as they possibly can because they're kicking out so many trucks an hour.
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>> Yeah, but that seems like a lot. I mean, you've got the tire specs, you got the equipment specs. Uh you have a certainly a range of personal opinion out there. I mean, it sounds like there's a huge variance between what a factory will uh produce on alignment compared to a half
15:14
a dozen mechanical shops that are doing alignments. I bet the variance is huge. Yes. Yeah. So, >> how many of the truck dealerships are actually getting these new trucks realigned before they let them out the door to new customers? >> Well, we have dealerships in Fresno that will
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not sell a truck without you coming to East Bay Tire to get a line first because they don't want to hear from the customer. My steering wheel's crooked. My truck's pulling to the right. Um, my tires are wearing out prematurely. They just simply want us be able to say,
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"Easay Tire, align the truck." Call Nathan, call his team, and see what he has to say about it. And it takes all that liability off of them once it's aligned. >> Yeah. Customer satisfaction with a new truck coming out the gate. >> Yeah. tell us a little bit about the
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drive axle. So, we got a a concept of the steer axle. What components are important on a drive axle um and what kind of wear patterns can you see if you don't have an alignment? You can see high scrub on the tire, inner wear. Um uh a lot of suspension components could
16:36
be out not letting the truck not hold the alignment. loose U bolts, broken springs, uh bad spring bushings in the rear. >> Mhm. >> Um uh another huge tolerance is the axle offset. A lot of alignment techs don't even know or have been trained to check
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the axle offset. Explain that to us. >> Yeah. What you can help us out. >> Are the are the axle centered underneath the truck? >> Yeah. Okay. >> And uh you you should be within an eighth of an inch there. And we see them come from the factory. I'm talking brand new trucks. >> Yeah.
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>> 3/4 of an inch off. >> So, how what adjustments are you making on that? If the axle is off center, what adjustments are you making to center it? >> There is a transverse rod that goes from the top of the rear end housing over to the frame rail. And that rod, the only
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purpose of that rod is to hold that axle center. >> Okay? >> As you're making turns and maneuvers, that torque rod takes all that punishment. So on the side of it, there's a spot you can add to drag shims >> depending on which way the axle goes.
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>> So you need to set that first before you start setting the thrust angle and the scrub angles. >> So is that the first thing you do in a drive axle alignment? >> Yes. >> Yeah. And that requires a tape measure. >> Yeah. >> So, you set that first with the tape measure
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before you even start the alignment process. >> A literal tape measure. >> Yes. >> Yeah. Okay. No, no laser tape measures. Yeah. >> And that's part of some of my training that I pass on to these younger generations. You won't believe the amount of guys
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I've hired that can't read a tape measure these days. >> Well, we we'll talk about the younger generation. Let's be a little gentle and we'll get there. You know, we're all sensitive bunch. Um uh but finishing on on the alignment piece, I mean, if you
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do a proper alignment, what kind of tire gains can you see? If you had to ballpark it well, give or how about a range? Yeah, you know, on a brand new truck that's just kicked out of the factory, I would say you're going to see a 10 to 20% >> better wear. >> Better wear
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>> out the gate. >> Out the gate. >> Okay. Okay. >> And better fuel economy. >> So, on a $5,000 to $7,000 set of tires, depending on labor and taxes, etc., uh you're anywhere from 500 bucks to uh 2,000 plus. Yeah. >> Yeah. Yeah. That's substantial. >> Yes. >> Yeah.
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>> What uh what other components are are you looking at in the undercarriage and the suspension that contribute to tire wear besides an alignment? >> Loose wheel bearings, the spring bushings, broken hangers. >> Um you have uh Ubolts. Make sure they're
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torqued properly. You'll see on a lot of newer suspensions when the U-bolts are loose, the springs actually walk in toward the center of the axle and the airbags will be leaning. >> Yeah. >> So, that's a dead giveaway. Or if that tracks off that we talked about before, you'll see.
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Um, on the front end you're talking tie rod ends, kingpins, spring bushings, again, shackle hanger bushings. Are there standards for replacement on those? >> So, you see thousands of trucks a day? I mean, is there a standard of, hey, this is this much off or it's been in use
20:28
this many years or this many miles that it's recommended that it be replaced? Well, that is an interesting question because it's all on how the what are they using the truck for? Are we talking about a log truck? Are we talking about an over the road truck?
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>> What why would it why would it matter? >> Because uh in logging you're on dirt 80% of the time. Okay. >> Hitting holes going over uh gravel. Um, sometimes the skiitter is pulling you sideways to line you back up. Um, and all that stuff's very hard on the suspension
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components, kingpins, spring bushings versus highway, you know, you're running down I 80 for 400 miles and it's all clear sailing and usually smooth roads. How do you tell if a kingpin is is needs to be replaced? >> Uh you jack the front axle up and you
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actually uh push in at the top of the tire and pull out at the bottom of the tire with your hands. >> Okay? >> And if you feel an significant amount of play there, you should put a dial indicator on it. And uh anything over 13,000 between 8 and 13,000 we're telling them,
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hey, you should get your uh kingpins done pretty soon. >> Who sets that standard? 8 to 13. >> The manufacturer. >> The manufacturer. Okay. So, there are certain man certain specs out there, whether it's a log truck or an over the road truck that if it's within this
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range, it should be recommended replaced. >> You see thousands of trucks a year. How many times do you go through an alignment and you do the pre-alignment inspection and you find things that need to get replaced, fixed, adjusted outside of the standard alignment components? >> 50%
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>> 50% of the time. >> Significant. Besides kingpins, because we all know about kingpins, >> what what's the one component that usually goes missed that that a tech or mechanic might not really pay attention that's critical? the front spring shackle pins and bushings, which is part
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of the spring. Um, and that really severely throws your caster to a negative angle. As those wear, they walk up, the springs walk up toward the frame, which tilts your axle forward. So then you get wandering all over the road. You get popping. Every
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time you turn left or right, you'll hear a big pop or a thud, you know. And you know, a lot of people overlook those because you have to pay attention. You have to stick a pry bar in there and pry up and down on them. See how much play is in them. >> Mhm.
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>> You know, and there's tolerance. There's times like, you know, we see the bushings start to crack, like rubber ones, and um we tell the customer, "Hey, you probably got another 100,000 miles. Next set of steers, you'll probably have to do these bushings." But we can let it
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slide right now. You know, we're not out there to get anybody. We We actually will take the customer down in the pit and show them >> show them what's underneath them. >> Yes. Cuz u you know, if a tech misses that stuff and he gets the truck gets pulled into the scale house for an
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inspection and they tell him, "Hey, your shackle bushings are shot." The first phone call is to the alignment tech. Hey, I just had this down there yesterday. Now I'm out of service. >> Yeah. >> They're wanting me to get this towed. >> So, what's your training process? You
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bring somebody new in to train them to do alignments. What's the process to get them to that point where they can recognize that stuff? And how long does it take? It takes about a good four weeks of hands-on side byside training down in the the alignment pit with them. Um,
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showing them these hands-on. >> Yeah. >> All the suspension. >> That's a completely green person. >> Yes. >> That's not bad. Two months. >> Yeah. >> Yeah. Um, now will they know every suspension out there? No. Not even close. That takes years.
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>> Yeah. Because when you uh purchase a Kenworth, you can have that built however you want. You can have Henrik and Wacom beam suspension. >> You can have Hendricks and Primax. You could have the eight airbag Kenworth, which all have different suspension components and you got to
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know how to adjust them. You got to know how to uh inspect the bushings and so on. >> Yeah. And it takes years to learn all these different suspension because they don't just come in every day. You know, you got your most common over the road truck that runs long haul. They pretty
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much run the same suspension. So, I can have them going on that pretty quick. >> How much has the suspensions underneath these um semiis changed over the last 15 years? What's the biggest change you've seen? >> Um they make them better. things last longer now than they used to.
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>> I didn't expect you to say that. >> Kind of like the tires. >> Yeah. >> You know, there's a lot of tires out there now that last longer than they used to. >> Um >> they're easier to work on. They make the adjustability um easier. >> That's actually shocking for me to hear
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that. You I I would have fully expect you to say it's more complicated. There's more proprietary items. You're not. It goes mostly to the dealership. Doesn't doesn't last as long. They get all the import stuff that's garbage. >> That's a That's a surprise to me. >> Yeah.
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Um it used to be back in the 90s, 80, 90s, if you had a Hendrickson walking beam suspension, it was non-adjustable. >> So if your thrust angles and scrub angles were off, too bad you're getting bad tire wear, you know. >> But better start replacing parts, right? >> Yes. Yeah.
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>> Yeah. So, uh and that's the roughest ride truck there there was, you know, the spring stack and that's about 20 leaves. >> Yeah. >> And uh now on the end of the beams, they they still have that for maximum payload. >> Okay. >> It's uh the Hallmax now, but they made
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it where you can add and subtract a certain amount of shims. >> The best thing about that suspension is once you set it, it tends to hold it. Meaning the driver can run over, you know, most of those trucks are like uh dump trucks and heavy haul trucks. You
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could run over a lot of stuff and it holds the alignment pretty good. >> Yeah. >> Solid. Yeah. Now, when it comes to ABS systems and stability control and all that, that's way more complicated. We used to never see that back in the old days. >> Yeah. Changes. Yeah.
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>> What have you seen changed in the uh uh in the workforce and the technician piece? And I'd like to hear more about alignment training simply from the standpoint. There's a lot of trade schools out there. There's a there's a lot of groups uh profit and nonprofit
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trying to get more mechanics into the field. But alignment uh is is somewhat of a specialty. I mean, there's not alignment trade schools out there. There's not a lot of dedicated alignment shops. So that really does fall on the dealer, falls on you and your team. Um,
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what have you seen ch change in terms of training and what have you seen change in terms of the the workforce coming in to wrench? >> Well, finally in the past few years, we have some schools finally making the shift. >> Okay. >> For this type of training, >> alignment training.
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>> Yes. There's a high school in Fresno. without mentioning any names, they brought back the vocational schools. >> Yeah, >> they're doing uh anywhere from engines to alignment. They put in a full bowl and alignment track. So, they're actually training high school students
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on truck alignments and that you can make a career out of this job. >> It's a national trend. There's been a huge shortage. Everybody's making a push. >> Yeah. And I used to crack up because I wasn't the best student. And I couldn't stand school except for wood shop. >> Yeah.
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>> And welding. >> If it wasn't for those classes, I wouldn't have graduated. I'm just be blunt. >> And um you know, I used to crack up because when I got into this business, Fresno Unified would not bring any spring work anywhere I went. If it didn't matter if it was Shutler Tire or
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Bet Springs, wherever I went, they took it to me. >> Yeah. >> To work on their buses. And I used to crack up. Here it is. You know, I couldn't stand school and they're begging me to work on their buses cuz they can't find anybody to do it anymore. >> Yep. >> You know,
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>> we're all trying to find our place. >> Yeah. So, they're finally bringing that school back. And also, Fresno City College has also put in a uh a full-blown alignment center. So now you could go to Fresno College and start learning this, you know, and um
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>> so you're seeing more more more uh investment in training out there for the youth. >> Yes. >> Uh seeing uh more potential technicians come into the field. >> Yep. >> Yeah. >> And they might have some good background before we get them >> and then we can fine-tune them,
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you know. >> Yeah. Because it's the same thing. You you buy the Hunter alignment machine and they'll tell you get it all in the green. >> Yeah. >> But that tolerance is still wide. >> Still big. >> Tire manufacturers have a more narrow tolerance on the alignment than
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what is allowed. >> Well, it's their it's their product. Uh they don't uh they want as tight as tolerance as somebody else will make it, right? >> Yes. >> You know, same thing with air pressure. Yep. >> Yeah. >> So, if you can do a good job and make
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the truck drive straight, you'll have customers for life. That hands down. >> So, on on that note, we do a segment on the on the show called What's Your Big Dog Energy? What's your BDE? Um, you've accomplished a immense amount in your career from starting out at Shetler Tire
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and just learning. What was the moment where you went, "This is what I really want to do. This is a career that I want to pursue when you had customers come back and say, "I've never had anybody align my truck like that." It goes straight down the road. >> Yeah.
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>> And they're so happy. Now, there was a coin flip to that because I've been chewed out by a lot of customers also when he did something wrong. Yeah, >> like the guy that come back with his tires wore off after, >> you know, >> Yeah. >> 400 miles. >> So,
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>> getting that reward of of someone saying that you you solved my problem. Yes. You made things better for my operation. >> Yep. >> Yeah. >> And I specialized in that field, suspension, brakes, and alignments. I didn't get into the engines. Um I I didn't feel a need. Yeah.
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>> A need for that. I just naturally like the suspension work because other techs hated it. >> Yeah. >> It's too big. It's heavy. Those drums, you know, and they would cry about it. And I'm like, I'll take all that work all day long because it was easy. It just came easy. >> Yeah.
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>> You know, >> it was natural for you. >> If you like doing what you're doing, you're happy. >> Yeah. you know, and and the truckers, they were easy to get along with compared to your retail customers, >> you know, driving a Mercedes and, oh, my
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brakes are squeaking and this and that, you know. >> Yeah, I've heard you talk about your truck, too. You're not so easy to deal with, buddy. >> That's for sure. I tell you, Nathan, I I I I could feel the passion just flowing off of you, man. I I really appreciate
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that. And uh it it's probably is what been part of what's made you so good at what you do. >> So it's u >> I appreciate you saying so. >> Yeah, I love seeing it. >> Nathan, I I got to ask you. So there's a a pretty easy for the audience out there, pretty easy reason to or evidence
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that I haven't wrenched a whole lot in my life. Tell me how you lost those four digits. Got that unique handshake? >> Uh woodworking at home. >> Oh, okay. >> Yeah. Was it a mechanical >> all all in one slice or separate separate occasions? >> All in one slice. >> Okay.
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>> I was ripping a piece of wood on a radio arm saw. So on a radio arm, the blade hangs down vertical. >> Yeah. >> And I reached around the right side to pull the piece of maple on through. And maple is very hard. So I had a tight grip on it. >> Uhhuh. And uh the board kicked back and
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it pulled my hand right through the saw with it. >> And uh this was when I was uh 18. >> Oh, 18. Before before your first job at Shhatler. Okay. >> Yes. Um so I was a checker at Ly's grocery store at the time. >> Yeah. and uh had to take some time off for the Oh,
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before I get to that though, uh >> it happened so fast I didn't even know what happened. >> Yeah. >> I went to the board because it flew out and hit the shop wall. >> I went to pick it up. My hand was bleeding. Then I looked at it and >> then I freaked out. I ran around in a
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circle a little bit and ran in the house. Told mom to call 911. >> Yeah. I I will confirm Nathan still has one of the best handshakes minus the four fingers. >> Oh, it's good. >> Than than than most people I know. So, >> yeah. >> Thank you. >> That's funny.
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>> Yeah. Anyway, uh I was a checker at Lies and they felt kind of bad for me because I was working swinging shift at the time and still going to high school. >> Yeah. >> So, I had work experience in the afternoon, then I'd work 2 to 11 every night and they thought maybe I was
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working too much. And I'm like, are you guys crazy? I was back to work and I still had stitches in my fingers and I was back to work. >> Yeah. >> So, back then in those days, they didn't uh they didn't uh um make you take six months off and all that kind of stuff.
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>> Yeah. Different time. >> Yeah. Yeah. >> So, most mechanics I know, they have a go-to tool or a tool that they've made to make something their job easier. >> Oh, I like this question. So, and I've had several people say, "You should patent this and develop it and >> oh,
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>> you know, and I'm like, >> you got something here, huh?" >> You know, I don't have time for all that, you know. But, uh, I made I I kind of designed and developed these kingpin bushing drivers where you put the spindle in the vice. >> Yeah. >> And I went to a machine shop and had
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them make drivers. to uh remove the old bushing and then an installer to install a new one with your air hammer. >> Okay. >> So, it's like a uh solid piece of steel that's round that fits the bushing perfect and it helps you install it in. >> Don't give too much information now.
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>> Yeah. >> There's probably someone on the other end that has the time. >> Yeah. >> Yeah. So, uh, >> Wow, that's great. >> I've never seen that tool. >> Yeah. >> Yeah. Yeah. >> Yeah. They work amazingly well and they, uh, where a lot of guys use the, um,
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use the press, and the press is slow. >> Yeah. >> And also, you can bend the spindle using the press because uh, uh, this the spindle is open where the a where it fits over the axle. So you don't want to close it together >> there. So >> yeah,
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>> my mileage wise, coming back to tires real quick, uh from uh 19 to now, what's the mileage difference you've been able to see in tire performance under a properly aligned truck? >> Like miles difference? >> Yeah. So, well, yeah. Steer tire steer tires back in the
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90s, you'd get 70,000 on a line hole. >> Yeah. >> Yeah. >> Now we're seeing I've seen 200 out of uh some of your top tier brands. >> Yeah. >> Yeah. >> Huge difference. >> Yes. And that has a lot to do with the driver also. Good driver. >> Yeah. you know, one that's not running
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85 mph down the down through Phoenix, you know, and the heat and, you know, the the the particular truck I was talking about was governed at like 65. >> Yeah. >> You know, but you never seen mileages over a 100 before. >> Yeah. Lots changed on that end. What do
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you what do you think is the the biggest impact a fleet owner or owner operator can make on their truck? Um when it comes to comes to mechanical suspension >> maintenance >> specifically what the maintenance >> well the newer trucks line haul will go 50,000 miles between oil changes.
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>> Yeah. The steering components can't take um not be in greased for that long, especially in wet weather. >> Oh, interesting. So, they're You think they're waiting till 50,000 miles to make any any maintenance? >> Yes. >> Ah. So, when do they need to come in?
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This is all trucks. This is a freight liner. This is Kenworth. >> All trucks. >> All trucks. Yeah. >> Yeah. Um if they stuck to the 10,000 mile interval, >> Yeah. they wouldn't have the the kingpin uh spring machine problem. >> Yeah. >> Tie rod ends.
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>> So, they come in for 50,000 and they've got a bunch of issues already out the gate. >> Yeah. Especially if they're threaded metal on metal uh spring pins and bushings. By that time, the rust has already set in and they start gulling and seize up. And then your spring breaks,
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you know, but they say, "Oh, you don't have to service them, but every 50,000 miles." Well, you know, truthfully, I love it. You know, it's like >> ready to do work. >> Yeah. >> Yeah. >> Yeah. >> Used to There was a Weldon trucking in Fresno. His trucks used to get grease
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once a week whether they left the yard or not. >> Heavy haul. That was a heavy haul company also. And I never even had to change a tie rod in on his trucks. >> But is that is that common today? I mean, I feel like uh 20 years ago, 30 years ago, a lot of fleet owners had
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their own mechanics, maintained a lot more of their fleets than they do today. Now, they outsource it for a variety of different reasons. whether they have to from a cost standpoint or it's the equipment dealer proprietary dynamic that they have to send it to the
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dealership to get serviced. You think that's true or you you see it about the same? >> Yeah, I believe that's true. And when the problem with that is it's not their truck. >> They take it into the dealer and a guy in there, he's the lube tech. He's a
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brand new mechanic. He's not even a mechanic yet. He's a lube tech. >> Yeah. >> And if he misses a grease or two tooth, he don't really care. It's not his equipment. >> Yeah, that's true. That's true for you, too, though, right? It's not your equipment.
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>> Yeah, it is. But I have the passion to take care of the customer. >> Yeah. >> It's a little different story. I want the customer to come back, >> right? >> Because that's my livelihood, >> you know, and I always treated it like that. It's my career. I want to do a
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good job. I want the customer to come back. I started with I started with customers that own one truck. Now they own a 100 power units. >> Yeah. >> You know, and you want that business. >> And and that's hard to pass on to everybody. What I what I would say that
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you said earlier that I think is valuable is that you have customers come and walk with your technicians in the pit to go look at it. And that's where a technician is going to have ownership over it, right? This is this is what I see and this is what needs to get
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changed as opposed to no touch, no intimacy with the customer. Hey, we fixed this, we didn't fix this. >> Yep. That's what I'm trying to pass on. >> Yeah. What would you tell your your former self at 19 uh to uh put yourself in a better position today?
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At 19 years old, I was pretty cocky. Would >> you would you say much has changed? >> I was thinking the same thing. I'm like, I know you pretty well. I don't know. >> Wow. >> We just call it confidence as we get older. >> Yeah, it changes. Yeah. >> Yeah, it's confidence now.
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>> Yeah. >> Um >> No, but seriously, I mean, what would you tell yourself? What would you tell tell youth today starting in the field? Um to give them a leg up? uh be more patient. And uh my younger self, I would have had to tell him, you know, don't be uh so
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arrogant. Watch your mouth, you know, especially when you're trying to train other people, you know, because they weren't necessarily raised like you were, you know. Um, I know it goes around a lot, but my dad had me holding the flashlight for him, and if you didn't hold it right,
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you got chewed out and slapped around, you know, and >> when you, you know, not everybody can take that. >> Yeah. >> You know, so you got to learn how to teach other people >> Yeah. >> how to do things. I probably would have spent more time uh studying some books on
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uh suspension components, you know, and instead of having to learn things the hard way. >> Yep. >> Um and sometimes that hard way cost you skin, you know, like the fingers. >> Yep. >> Well, I think there's a lot more uh levels to the career path now. It's a
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lot more clear when you start out at 19 on where you can go. And that's what makes the industry so exciting to for me, not just on the tire end, but the mechanical end. It's endless. I mean, you could be a you could start as alignment tech and become a lube tech
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for a heavy equipment company and be one of their most valuable resources. Um, the mechanical field really is endless. And so if you're 19 years old, uh I agree. Be patient, but also take a look at what paths you want to go on because uh you can make a huge career in this industry.
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>> Yep. >> Yeah. >> Very lucrative. Also, I mean, it's endless. you know, whether you're an aircraft mechanic and and I wish schools would just, >> you know, it's like when my daughter was going entered high school, they talked about all these colleges she could go
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to, but not once did they mention a trade school. >> Yeah. >> And I asked I brought, you know, it was parent teacher night. I raised my hand. I said, "Have we looked at any trade schools?" "No, but if you do the research, we'll help you." Yeah, >> it's getting better.
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>> Your your opinion is is is shared by many. >> Yeah. >> So, Nathan, we're reaching our our end of our timeline. Um it was fantastic having you on. Uh we'll bring you back for more perspective. Uh for all those that are are watching, our subscribers,
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put your questions in the comments field and Nathan will answer them if you've got tire mechanical questions. >> Thank you. >> Thank you. >> Thank you, Nathan. Great. Around the bead podcast, tire talk for trucking, mining, agriculture, and more. Your home for fleet solutions.
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Aiming to inform, pioneer, and entertain the tire world in connected industries. Sponsored by East Bay Tire. Keeping essential industries moving forward.
