There are few situations as irritating as sitting in the tire store, ready to purchase a new set of tires, because a section of the tire has worn much faster than the remaining tread depth.
This consideration can become a financially stressful experience, especially concerning the cost of tires increasing all the time.
Other tire wear issues may exist, but few stand out, as inner tire wear (even more than outer tire wear).
There are countless drivers each year facing this exact challenge who are left wondering how the problem originated.
Repairing inner edge tire wear is typically simple with a little understanding. Keep reading to learn more about the causes of inner edge tire wear and how to fix such problems.
What Causes Inside Tire Wear?
Tires may wear on their inside edge for a variety of reasons. However, most of these symptoms are considered to be steering and suspension issues.
Once these issues are corrected, this erratic and troublesome pattern of wear usually goes away.
Here are the most common reasons for inner tire wear.
#1. Incorrect Camber Angles.
Camber is the amount a tire leans, either inwards or outwards, when viewed from in front or from behind.
Positive camber is a tire that leans outward at its top, while negative camber is a tire that leans inward towards the vehicle. In the case of inner tire wear, negative camber is usually to blame.
Most people may notice their front tires wearing on the inside when their vehicle has negative camber. As a result, more of that side of the tire is in contact with the road’s surface.
The same would be true if their rear tires are wearing on the inside edge, if they have a vehicle with a 4-wheel independent suspension.
#2. Incorrect Toe Angle.
Toe is the angle at which a vehicle’s tires are positioned in relation to each other, or the club or center axis of a vehicle. The toe angle can be seen when standing in front of a vehicle with the front tire’s leading edge facing you.
A “toe-in” condition is when both tires appear to be angled inward toward each other. By comparison, a “toe-out” condition is when both tires appear to be angled outward.
A vehicle that has extreme toe-out will likely show increased wear on the inner edge of its tires. This is because technically, the inner part of each tire is being drug across the pavement.
Consequently, the tread compound is worn and disintegrated prematurely, on the portion of the tire that is forced to take the most measure of friction.
#3. Worn Ball Joints.
Worn ball joints are another primary cause of uneven tire wear. When it comes to increased inner tire wear, worn lower ball joints are often the issue.
Ball joints have a ball-and-socket type design that secures the control arms to the steering knuckles. When new, a ball joint serves this purpose, with little to no excess play in the ball and socket.
As a ball joint gets older, some measure of normal friction will cause this ball and socket to loosen up and demonstrate a measure of free play.
This free play allows for unintended outward movement of the steering knuckle itself, which has a similar effect on the tire associated with that steering knuckle.
So, a worn lower ball joint can actually change a vehicle’s camber angle to cause inner tire wear.
#4. Worn Control Arm Bushings.
Control arms serve as the connective structure between a vehicle’s chassis and steering knuckles. Both upper and lower control arms utilize rubber or elastomer bushings at their pivot points along the chassis of a vehicle.
These bushings are designed to minimize excess free play that can adversely impact camber angles.
As control arm bushings age, they deteriorate and allow for excess free play in the control arm junction with the chassis of the vehicle, changing the camber adjustment associated with the respective wheel end.
Consequently, tread wear is unlikely to occur evenly, often eating away at a tire’s inside tread.
#5. Worn or Damaged Suspension Components.
A vehicle’s struts and springs perform a function beyond absorbing road vibration and shock associated with a pothole every once in a while. These components also help maintain a standing ride height (designated ride height).
A defined ride height, which is set per the vehicle’s manufacturer, impacts the camber angles of the vehicle, which can lead to undesirable tire tread wear if compromised.
As a vehicle ages, the springs tend to sag (lower ride height), and any significant impact can lead to a measure of strut tower lean, which can have a less-than-spec camber adjustment.
Typically, needless to say, this is not conducive to even tire wear. It often requires component replacement altogether or the shimming of the affected springs.