Tire Balancing - Rear Duals

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Admittedly, I do not have the extensive history and experience of the professionals on the forum, but knowing the quality of manufacturing, I can't believe that ALL tires (the type we're concerned with in this thread) would be so accurately made that there would be nothing that needs to be checked and corrected when mounting new tires. Therefore, the rear, as well as the fronts, should be balanced to verify they are "good to go."

Second, being "close" is not an argument for protecting the life of your suspension and well-being while traveling - even a slight vibration will attack all the hardware and gear in the coach. So, balancing should be done for the rears as well as the fronts.

And, if you were to assume that rears are "good enough" and get on the road and feel vibration/etc. you will have the joy of returning to the shop (or another) and then getting the job done correctly.

No matter what method of balancing you use, or what method you use to mask a bad tire's balance with beads or other hardware, it seems logical to protect your MH investment - especially when you're already buying "the best tires for the money" why not get "the best ride for the money" to preserve your MH and peace of mind.

As always, we can use/maintain our own gear the way we think best while still sharing the common goal of safely traveling on our roads.
 
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my 2 cents worth:

From the 40 year expert : "It won't hurt to balance them but it won't help much either."
If it won't hurt, then at least checking the balance before mounting them on the vehicle can't hurt. If an imbalance is detected then you can decide what to do about it.
 
Balancing (or not) large tires on a dual-wheel axle has little to do with the quality of the tire and its factory balance. A pair of big tires, mounted on equally large/heavy wheels, weighs a lot, maybe 500 lbs or more. It takes more than a few ounces of out-of-balance rubber to have any noticeable effect. And if the tire is sufficiently out-of-round to be noticed, putting enough wheel-weights in the right place to correct it is a dubious fix. We may be talking about adding a pound or more of weights.

That said, tire shops that handle big rigs are more accustomed to working with class 6-8 trucks and semi-trailers, where comfort takes a backseat to function & cost. And fleet operators typically have their own tire monitoring procedures that would detect a tire that is outside normal parameters. Many RV owners are oblivious to such things, so some preventative measures may be more appropriate.
 

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