by John M. Curtis
(310) 204-8700

Copyright September 27, 2000
All Rights Reserved.

tretching plausible deniability to the breaking point, Ford motor company CEO Jac Nasser blasted Firestone for producing the ill-fated Wilderness AT and ATX II tires sold as original equipment with their popular Ford Explorer. According to National Highway Traffic Safety Administration, more than 100 deaths and countless injuries resulted from dangerous tread separation, tire blowouts and lethal rollovers. Pointing the finger, "I’m sorry that these defective tires are on our vehicles, and I’m depressed with the resultant anxiety, injury and deaths." Recalling the tires on August 9, 2000, Firestone finally capitulated to the avalanche of bad publicity, long overdue since Ford began replacing the defective tires on Explorers exported to Saudi Arabia and Venezuela back in 1998. Blaming Firestone, Nasser didn’t pull any punches, "This is a tire issue, without question. This is not a vehicle question," disputing Firestone’s claim that other factors contributed to the rollover and injury problems.

       Emphatically rejecting Firestone’s suggestion that Ford carries some liability, Nasser dismissed all culpability, "We have over half a million [Explorers] with tires from other manufacturers, and they do not experience these problems." While it’s tempting to finger only Firestone, the reality is that many people have tire blowouts without sustaining serious injuries. There’s no question that Firestone has a problem with tread separation on its 15-inch Wilderness AT and ATX II tires, largely manufactured at its Decatur, Ill. plant. Whether tread separation, tire blowouts or the rollovers caused the actual injuries represents an entirely different question. Surviving tire blowouts involves more than defective tires—driver error, driving conditions, and, yes, vehicle design, all play a role. What Firestone was trying to figure out was whether its tread separation problem had to do with structural tire defects or other factors. Yes, Nasser’s half-way right when he suggests that the problem didn’t occur with other brands, but Ford utilized more than 10 times as many Firestone tires.

       Complicating the picture are new reports that excessive heat buildup was the culprit in the tire’s tread separation. According to NHTSA ratings, Firestone’s Wildnerness AT and ATX II tires carried a relatively low [the government’s minimum] "C" temperature rating, compared to other competitive tires with "B" or "A" ratings. NHTSA’s "C" rating indicates that the government tested the tire at 50 mph for two hours, and then only a half-hour at 75, 80, and 85 mph without falling apart. A "C" rating "should be perfectly satisfactory" for the Ford Explorer provided that the tires are properly maintained, said David Champion, director of auto testing for Consumers Union, publishers of Consumer Reports. Seeing things differently, "I can’t believe they put a tire with a temperature rating "C" on a Ford Explorer," remarked Keith Baumgardner, general manager of Tire Consultants in Alpharetta, Ga. While hindsight’s always 20/20, Ford chose Firestone’s "C"-rated tires as original equipment for its immensely popular SUV. Whether Ford cheaped-out to add to the bottom line is anyone’s guess.

       In case anyone forgot, Congress increased the national speed limit in January 1996 from 55 mph to 65 and 70 mph on America’s Interstates, adding, in other words, over 20% more speed to America’s drivers. Spinning tires at faster speeds increases heat buildup and tire wear, especially in hot climates like the Sun Belt, where road temperatures are flaming hot most of the year. When you consider that NHTSA only issued a "C" temperature rating based on two hours of driving at 50 mph, that doesn’t begin to accommodate average speeds far in excess of 70 mph beginning in January 1996. Loading down vehicles for long drives and family vacations, and running Firestone’s AT and ATX II tires at high speeds for hours on end, no doubt added to the tire’s dangerous deterioration. With about two years of wear and tear, or about 20,000 miles, it was just a matter of time before failures occurred. Focusing on only one part of the picture doesn’t tell the whole story.

       Making matters worse was Ford’s recommended tire pressure of 26 pounds per square inch, nearly 20% below Firestone’s specification. Most tire experts agree that under-inflating tires adds more friction and heat buildup to tire wear. With already reduced pressure, most drivers don’t routinely check their tires. One thing’s for sure, tires don’t gain pressure over time. With prolonged tread wear, higher highway speeds, lowered pressure and longer drives, Firestone’s Wilderness AT and ATX II tires didn’t stand a chance. It was a disaster waiting to happen. Blaming only Firestone defies common sense, and certainly doesn’t alert drivers how to avoid similar problems in the future. If nothing else, paying closer attention to regular maintenance is a step in the right direction.

       Some people are still puzzled why Ford deliberately recommended under-inflating its tires. It’s well known that lowering tire pressure creates a softer ride, compensating for an otherwise stiff or bumpy suspension. Given that the SUV replaced America’s love affair with the station wagon, it only made sense to improve the Explorer’s truck-like ride. Impressing buyers wanting more luxury made perfect sense. Test-drives sell vehicles but have nothing to do with ongoing vehicle safety. Elevating the car’s profile and putting a lot of metal around families, Ford successfully marketed Explorers to safety-oriented buyers. Breaking all sales records, Ford gave car buyers a lot of bang for their buck—just not tires with a higher temperature rating.

       Few people dispute the fact that Firestone’s AT and ATX II tires experience dangerous tread separation. Before everyone rushes to judgment, they need to consider the sizable increase in the national speed limit passed by Congress in 1996. Increasing the speed limit to 65-70, the NHTSA failed to alert tire makers that is was no longer acceptable to market tires with "C"-temperature ratings. While we all know that speed kills, the government needs to pay closer attention to basic safety equipment before passing laws that increase driving hazards. Sure, tires shouldn’t lose their tread, but even tire and car makers need time to accommodate to new driving conditions. Now that we know what happened, it’s time for all parties involved—including the government—to stop pointing fingers and fix the problem.

About the Author

John M. Curtis is editor of OnlineColumnist.com and columnist for The Los Angeles Daily Journal. He’s director of a Los Angeles think tank specializing in human behavior, health care, political research and media consultation. He’s the author of Dodging The Bullet and Operation Charisma.

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