tires which are supplied today on Chrysler-made cars are the most reliable that we have ever used. Some years ago Chrysler Corp. developed what it has called "safety rim wheels," which for the past 25-years have been installed as standard equipment on all of our passenger type and those of our commercial automotive products that would accept them. Thoroughgoing tests, as well as extensive road experience by customers, have proved that with such wheels, even if a blowout occurs, the tire will stay on the wheel and the car will not be "thrown" to one side or the other of the road because of the tire leaving the rim and jamming between the wheel and fender. We understand that our U.S. competitiors have recently been adding this safety feature to their products. It is our belief that this feature and the improved tires that have been developed will virtually eliminate accidents from blowouts, if such is not already the case. We go into this in preparation for answering your questions because we feel it fair to you, your committee, and to us that your basic background understanding of our approach to the installation of tires on our automobiles should be as broad as possible. Equally, you must thoroughly appreciate our complete concern with not only the satisfaction and comfort of the customers who purchase our automobiles but, of course, their safety, their obtaining full value and their knowledge of what they are getting. In this regard we are constantly attempting to improve the various customer manuals and dealer service bulletins to the end that owners, drivers, and dealers may more fully understand the problems involved and what we have done to meet them. You should also understand, as I am sure you do, that this is a continuing and evolving process always subject to change as technological advances are made. I am sure this is true for other automobile manufacturers and for the tiremakers as well but I can only speak for ourselves. If out of the answers to the questions you have asked further questions arise, we will be only too glad to answer them to the best of our ability. Furthermore, if in the objectives of the legislation which you have in mind we can be of assistance, we will be glad to do so. Sincerely, Question No. 1 [Attachment] HARRY E. CHESEBROUGH. "Who is responsible for selecting the proper tire on a new automobile?" The tires for Chrysler Corp.'s new automobiles are selected by the car divisions on the basis of recommendations by our engineering office. The engineering recommendation is made after examining test data, conclusions, and recommendations from our steering and suspension development group and our durability test section at our proving grounds. The corresponding testing sections of the five major tire companies are consulted. Durability information from independent tire testers, fleet operators, police departments, etc., is used in the final selection. Tire company development engineers use laboratory and road test procedures exhaustively to screen designs and to prove their soundness prior to offering them to the automotive engineers for consideration. These new designs may originate with the tire company or may be the direct request of Chrysler Corp. The new tires are approved only after comprehensive evaluations of all performance characteristics by both engineering groups. Question No. 2 "Do you in fact equip any of your five- or six-passenger cars with tires designed to be safe for three passengers without luggage? "Are these tires safe and adequate to carry a load of five or six passengers and luggage across country in all-day travel at speeds of 60-70 miles per hour? "What tests do you use in deciding what tire should be placed on original equipment?" The tires used on Chrysler Corp., passenger cars are designed to carry the full complement of passengers plus a reasonable amount of luggage. In addition to vehicle load capacity, the suitability of a tire is determined by other characteristics of the car, such as accelerating performance, braking and speed capability, all of which affect tire durability. The original equipment tires are very safe and more than adequate to carry six passengers plus a reasonable amount of luggage across country at speeds of 60-70 miles per hour, provided they are properly maintained, as improper maintenance is a major contributor to tire failures. In order to insure adequate and proper tire performance characteristics, durability and performance testing is conducted on cars operating at our Chelsea, Mich., proving grounds and at our Arizona testing station. This is supplemented by fleet testing, both by the tire companies and Chrysler Corp., and by crosscountry testing to include a wide variety of road conditions. The tires are approved for production only after passing our high-speed, 100-mile-per-hour test, and our durability test. This total performance testing is designed to evaluate not only durability but also steering response, stability, handling, ride, skid resistance, and noise. Question No. 3 "What steps are taken by you to notify motorists that they may require much stronger tires than those you supply with new cars? "What is your comment on the Goodyear tire recommendation to use an eightply rated tire? "Is a two-ply rated tire adequate equipment on your large station wagons when fully loaded and used for cross-country travel? "What weight and travel tests will the two-ply tires safely meet that come as original equipment on your station wagons?" All Chrysler Corp. vehicles are adequately tired for normal service. Larg er tires are furnished as standard equipment whenever extra capacity is required, as on some heavily equipped models, station wagons, or trailer towing vehicles. In order to evaluate the response by Goodyear Tire & Rubber Co. to an owner plagued with tire trouble, we would need to know the conditions under which this vehicle was being operated. As indicated in the answer to question No. 2, the current original equipment 2-ply tire is equal or superior to previous 4-ply tires and is adequate for crosscountry travel with a fully loaded station wagon. (Incidentally, all our 2-ply tires have a 4-ply rating, and we do not supply any tires with a 2-ply rating.) Our original equipment 2-ply tires have the same load-carrying capacity as 4-ply rated tires, each ply being twice as strong in the 2-ply tire. As indicated above, these tires will carry the full capacity of the vehicle at normal highway speeds. As with any piece of equipment, it is possible to damage a tire by abusive driving. Our Owner's Manual states that tire care is important to achieving the designed performance of the vehicle. Question No. 4 "Do you feel that the present labels on automobile tires are adequate to enable a motorist to make an intelligent selection based on his anticipated needs?" The original equipment tires supplied on Chrysler Corp. automobiles are adequately and simply marked with the size and ply rating. Since we have no experience in merchandising tires for the "after market" we are not knowledgeable about the labels used on the many makes and brands offered for sale in this market. It is certainly important that "after market" tires be labeled with consistent and meaningful markings so that an owner of a vehicle who finds it necessary to replace original equipment tires will be able to do so with confidence. If it is felt we would be helpful we would be willing to cooperate with others in the development of criteria for such a labeling system. Senator MIKE MONRONEY, Senate Office Building, Washington, D.C.: OKLAHOMA CITY, OKLA., July 28, 1965. Understand hearing going on with automobile manufacturers regarding safety and standardization equipment new automobiles. Oklahoma Motor Club (AAA) represents over 17,000 Oklahoma members. Several members report apparent inferior grade tires being supplied by manufacturers as equipment new cars resulting in blowouts and accidents at early periods normal tire life. One of first requirements should be heavy-duty, first-grade tires on all new cars for protection motorists under existing driving conditions today of high speeds, expressways, and summer heat. OKLAHOMA MOTOR CLUB INC., AMERICAN AUTOMOBILE ASSOCIATION, f AMERICAN FEDERATION OF LABOR AND Hon. WARREN G. MAGNUSON, XU.S. Senate, Washington, D.C. DEAR MR. CHAIRMAN: In connection with the hearings of your committee on S. 1643, relating to tire safety, I wish to express the support of the AFL-CIO for legislation to set basic safety standards for automobile tires. Testimony in Federal Trade Commission hearings early this year revealed a shocking, dangerous situation in the sale of automobile tires. Many new cars come equipped with tires which are not safe, not adequate even for normal use. Furthermore, as a result of the confusing mish-mash in tire grading and tire labeling, it is impossible for the tire buyer to make an intelligent choice among competing brands. Not only the consumer tire buyer but also the tire dealer are often completely unaware of the safety and performance features of tires. The AFL-CIO supports legislation to establish Federal tire safety standards along the lines proposed by Senator Nelson in S. 1643. We believe it is absolutely vital to the safety of the American people that all automobile tires sold conform to Federal minimum safety and performance standards. Furthermore, we believe that the welfare of the consumer public requires a uniform, federally enforced system of tire grading and tire labeling. Mr. Chairman, I respectfully request that this letter be included in the record of hearings by your committee on S. 1643. Sincerely yours, Hon. WARREN G. MAGNUSON, Chairman, Senate Commerce Committee, ANDREW J. BIEMILLER, Director, Department of Legislation. New Senate Office Building, Washington, D.C.: WASHINGTON, D.C., May 25, 1965. Being present this a.m. during the hearings before your committee on S. 1643, tire safety standards, sponsored by Senator Nelson, I noted in his oral statement he said: "There is overwhelming evidence that a substantial number of tires which now come as original equipment are inadequate to do the job rightfully expected of them. These motorists are unknowingly endangering the lives of their families and all other highway users." Those few of us who are left who have spent over half a century, the bulk of that time catering to the needs of the average motorist in the supplying of tires know the statement to be a fact, and the basic problem originated when the four major tire producers monopolized the original equipment tire business for passenger cars, and the increasing monopoly in supplying the fifth or spare tire on passenger cars in original equipment. This action was instituted in the late twenties and early thirties, so the public never had an opportunity to designate what they believed was the most satisfactory tire to use. Of course, through the monopoly, and particularly on the fifth or spare tire, the car manufacturers have enjoyed a real bonanza from the inception of this action. The net result is monopoly in high gear, through which John Q. Public pays the bill. Will you kindly have this message made part of the record of the hearing? GEORGE J. BURGER, Vice President, National Federation of Independent Businessmen. Hon. JOHN T. CONNOR, JULY 15, 1965. Secretary of Commerce, Department of Commerce, DEAR MR. SECRETARY: During the first 2 days of hearings on S. 1643, the proposed automobile tire safety and marketing bill, serious questions were raised concerning the adequacy of original equipment tires supplied with certain automobiles. The automobile manufacturers have now addressed themselves to these questions, in individual letters sent to Senator Nelson. I am enclosing a copy of each of these letters (as reprinted in the Congressional Record) and I ask that you review their substance in the light of information on tire safety developed by the Commerce Department. Specifically, the committee should have the benefit of your judgment as to: 1. Relevant information which the automobile manufacturers may have failed to include in their responses; 2. Questions of fact raised by any statements contained in the letters; and 3. The impact of the information contained in these letters on the legislation now pending before this committee. Sincerely yours, WARREN G. MAGNUSON, Chairman. (Same letter sent to Hon, Paul Rand Dixon, Chairman, Federal Trade Commission, July 15, 1965.) THE SECRETARY OF COMMERCE, Hon. WARREN G. MAGNUSON, Chairman, Committee on Commerce, DEAR MR. CHAIRMAN: This is in reply to the three questions which you asked in your letter of July 15, 1965, concerning the safety of original tires on cars supplied by certain automobile manufacturers. We have reviewed the copies of the letters which Senator Nelson received from each of the automobile manufacturers. Senator Nelson's general concern, as I understand it, is whether the standard tires on new cars are adequate to protect the public, particularly if there is a chance of underinflation or overloading. Concerning information which the automobile manufacturers may have failed to include in their responses, I believe that they did not include details concerning the tests that they perform, particularly in their relationship to the performance of tires in actual service. While the responses generally describe the types of tests used, they did not include information giving specific characteristics that had to be met so that the tire performance could be adequately determined. Therefore, it is not clear from the responses whether the tests performed are adequate to reduce, minimize, or prevent accidents. Concerning your second question, we have found no questions of fact raised by any of the statements contained in the letters. In answer to your third question, the information contained in these letters only serves to strengthen this Department's position, as expressed by Assistant Secretary Hollomon before your committee on May 25, 1965. Our position is that we need a research and development program for developing test methods which, with reasonable assurance, relate tire performance to safety. A two-plyfour-ply rated-tire, for example, may or may not be adequate and safe even when overloaded, and there is no evidence that a four-ply tire will necessarily be stronger than a two-ply tire. Tests must be developed which will relate these ratings to safety. We do not think this kind of test development should be expected of the automobile manufacturers alone. It is also a public responsibility. It requires a much more extensive program of correlating accident statistics with adequate tests than the industry has undertaken. This Department is of the firm view that there must be national tire safety standards which are adequate to protect the public. It is our further position that discretionary authority should be given to the Secretary of Commerce to issue a mandatory tire safety standard if voluntary action in cooperation with the Federal Government is inadequate. I hope that these views will be of use to your committee in its consideration of this very important subject of automotive safety. With cordial regards. Sincerely yours, JOHN T. CONNOR, Secretary of Commerce. FEDERAL TRADE COMMISSION, Hon. WARREN G. MAGNUSON, DEAR SENATOr Magnuson: We are in receipt of your letter of July 15, 1965, in which were enclosed copies of letters from four automobile manufacturers to Senator Gaylord Nelson written in response to a number of questions raised by the Senator concerning the adequacy of original equipment tires with which new passenger cars are equipped. You requested that we review these responses in the light of the information developed during the course of our tire proceeding. The responses are directed principally to the adequacy of original equipment tires in terms of load-carrying capacity. This subject and the so-called practice of overloading were developed at some length during our hearing. Overload is the situation which exists when the curb weight of the vehicle plus the designed load capacity in terms of passengers and luggage exceeds the load-carrying capacity of the tires with which the vehicle is equipped. Our information indicates that when the tire overload goes above 10 percent, the result will be drastically shortened tire life, and the increasing possibility of tire failure. The matter of tire size is directly related to the overload problem in that, all other things being equal, the size of the air chamber and the amount of inflation pressure therein determines the amount of load the tire can support. Thus, the Tire & Rim Association rates an 8.50 by 14 tire as having a load capacity of 1,270 pounds at 24 pounds inflation pressure; while a 9.00 by 14 tire at the same pressure is rated as having a load capacity of 1,360 pounds. The dangers implicit in overloading tires is the result of the heat buildup in the tire which occurs due to the constant flexing of the walls of the overloaded tire. Heat, a tire's natural enemy, weakens the tire's fabric and saps the strength of the adhesive which holds together the various layers of fabric and rubber, or other material, of which a tire is made. As I stated before your committee on May 25, 1965, in my testimony on S. 1643, the public record in our tire proceeding contains a number of statements to the effect that many original equipment tires mounted on new cars are inadequate to safely carry the passenger and baggage load the vehicle is designed to carry. One tire manufacturer stated that, "over the years, vehicle manufacturers, in an attempt to cut costs, have cut down the amount of tire they are designing into their vehicles, and that some vehicles are overloaded when they are empty of passenger or baggage." Your letter also requested the benefit of our judgment on three specific points. 1. Relevant information which the automobile manufacturers may have failed to include in their responses. While it is somewhat difficult to comment on what a party may have failed to state, we feel that the auto manufacturers could have been more specifically responsive to allegations of overloading had they included information on the curb weights of their various car models and the theoretical load-carrying capacities of the original equipment tires with which the vehicles are equipped. Given these figures, it is possible to determine the number of pounds in passengers and baggage which may be placed in the vehicle without overloading. 2. Questions of fact raised by any statements contained in the letters. (a) Paragraph 3 of the Chrysler Corp. letters indicates their belief that original equipment tire failure is not a cause of accidents when certain precautions are taken "* ** including the avoidance of gross underinflation and overloading." In connection with this statement, it would be pertinent to discover whether Chrysler informs car owners in their manuals or otherwise what the safe load-carrying capacity of their vehicles is, in order that *** gross ** overloading" may be avoided. (b) Paragraph 6 of the Chrysler letter contains a statement that the safety rim wheel, developed over 25 years ago, and the improved tires that have been developed will virtually eliminate accidents from blowouts, "if such is not already the case." The record in our recent proceeding contains a number of consumer statements alleging original equipment tire failure after relatively low mileage and little discernible treadwear. |