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Tire Air Gauges

This small, compact handy tread dept gauge is easy to use and read. Has a handy pocket clip to keep your gauge with you and ready for use at a moments notice. Reads in both inch & millimeter scales.


Mechanical Tire Tread Depth Gauge   0 - 30/32"

Instant zero reset button and a large LCD display that reads in both inch & millimeter scales. Automatic turn on and off feature as well as a manual turnon and off. Just pick it up and use it. Accurate to 1/1000th of an inch. Small, handy, lightweight. Quick, fast readings. Extremely accurate and even use it as a precision depth gauge for machining purposes as well as other measuring tasks in your shop or trailer.


Mechanical Tire Tread Depth Gauge   .001"-1.000"

While tire temperatures can pinpoint the correct tire pressure on the track under continuous hard driving conditions on a controlled surface, they do not accurately cross over into the extremely variable driving conditions on vastly differing road surfaces and dramatically varying temperatures. Only persistent and consistent tread depth measuring can accomplish that. Measuring and monitoring the tread wear consistency across each tire is the key to the absolute best handling, performing and longevity of any tire on the street or track. The solution is to measure the tread depth across each tire and record them and adjust the air pressure in each tire accordingly. The key is to "catch" even wear and compensate with air pressure before it's too late. By using a simply tire tread depth gauge, you can easily and accurately measure the depth of the tread across the entire tire as well as around the circumference of the tire to identify out of balance wear before you even feel the tires becoming out of balance.


In the above example...  you can see the depth of the tread between the center two arrows (yellow) is wearing more than the thread at the outer two arrows (orange). This reflects too much air pressure pushing the center outwards. This Goodyear Eagle GT-II 295/50R-15 tire was running 18 psi in the rear of a 1965 AC Cobra. The corrective action taken was to reduce the pressure by 1 psi, to 17 psi. A later tread depth measurement showed it was still wearing slightly more in the center and the air pressure needing to be dropped another 1/2 pound to 16.5 psi for a perfect wear pattern across the tread on this particular car set up, with this particular tire, and this particular driver, on these particular roads.

While 22-24 psi showed even temperatures across the tire, the tire wear across the tread shows that 16.5 psi is optimum on the street with normal and spirited driving mixed in.

Also note the tread wear is more noticeable toward the inside of the tire than it is to the outside of the tire, indicating a negative camber condition (
where the top of the tire tilts inward toward the chassis). A re-alignment adding more positive camber corrected this (tilting the top of the tire back outward away from the chassis). Another way to affect the camber is to correctively raise the car's suspension slightly at the coil over spring to increase positive camber if needed. To increase negative camber, you would by reducing the suspension height slightly. Adding more weight to a car, either by addin passengers or cargo, typically increases negative camber (top of the tire leaning inwards) than when it came from the alignment shop, so sometimes just increasing the suspension height by 1/4" will compensate for both the drop of ride height when adding cargo as well as the tilting-in effect of the camber when the passengers and/or cargo is added.