News & Articles
Stop Scratching Wheels and Slipping Off the Tire Bar
The pry bar slips off the bead, skates across the rim, and now there is a fresh gouge on a customer's wheel and a tech shaking out a banged knuckle. It happens fast, it happens often, and most shops treat it as the cost of doing business. It does not have to be. What a bare tire bar costs you A smooth steel pry bar or bead breaker has nothing to hold onto. When it slips, three things happen, none of them good: The bar marks the wheel. On a clear-coated or custom rim, that is a refinish or an angry customer. The tech's hand takes the impact. Hand injuries are the most common preventable injury on the bay floor. The job slows down. Every reset and re-grip is time the bay is not billing. A grip that does not slip The CHAOS Moto Pry Bar Grip and the Max Bead Breaker Grip slide onto the bars your techs already run, including Coats and Hunter levers, and add a non-slip surface where the hand and the rim meet. The bar stays put, the wheel stays unmarked, and nobody is muscling a smooth steel rod with a sweaty glove. The cheapest way to stop scratching wheels is to stop the bar from slipping in the first place. The hand-injury math We went deep on what hand injuries cost a tire shop, and the tire bar is one of the worst offenders. A grip is a few dollars. A hand injury is lost shifts, a comp claim, and a tech who is slower and more careful for weeks. The grip pays for itself the first time it stops a slip. Outfit every tech Grips are cheap enough to put one on every bar in the shop instead of passing a single good lever around. Standardize them across the bay and you cut wheel damage and hand strain at the same time, with no change to how your people already work. Common questions Will the grip fit my tire bars? The grips are made to slide onto standard pry bars and bead breakers, including Coats and Hunter levers. Does it really stop wheel scratching? Most rim damage comes from the bar slipping. A non-slip grip keeps the bar where the tech puts it, which is where the scratches start. How does a grip help with hand injuries? A bar that does not skate is a bar that does not slam into a hand or a knuckle, and it takes the strain off the grip over a long shift. How many should a shop buy? One per bar. They are inexpensive enough to standardize across every station instead of sharing one lever. Feel the difference on your own bars. Request a free sample and put a grip on the next mount.
Safety Glasses Your Techs Will Actually Wear
Walk any bay at three in the afternoon and count the safety glasses sitting on toolboxes instead of faces. The shop bought them. The techs are not wearing them. That is not a discipline problem, it is a fog problem, and it is the quiet reason eye protection fails in tire shops. Why eye protection ends up on the bench A tech leans over a hot tire machine, the lenses fog, they cannot see what they are doing, so they push the glasses up onto their forehead. From that moment the most common hazards in the shop, a bead that lets go, a wire wheel, a shot of cleaner, brake dust off an impact, are hitting bare eyes. The glasses did not fail because they were cheap. They failed because nobody could see through them. Anti-fog that actually holds Slicks Anti-Fog Safety Glasses are built around that exact problem. The anti-fog coating keeps the lens clear through the temperature swings of a working bay, and they are rated to ANSI Z87.1+, the high-impact standard OSHA expects for this kind of work. Glasses a tech can see through are glasses a tech keeps on. The safest pair of glasses in the shop is the pair still on someone's face at the end of the shift. Eyes and hands are the same story The injuries that quietly cost a shop the most are to the parts a tech uses every second: their hands and their eyes. We wrote about what hand injuries cost a tire shop, and eye protection is the other half of the same OSHA conversation. Both come down to giving people gear they will actually use, not gear that looks good on the safety shelf. Outfit the whole bay Slicks come boxed by the dozen, so you can put a clear pair at every station and keep spares in the drawer instead of rationing one good pair across the floor. At a few dollars a tech, it is the cheapest line in your safety program and the one most likely to prevent the injury that shuts a bay down. Common questions Why do techs stop wearing safety glasses? Almost always fogging. When lenses fog over a hot tire machine, techs push them up to see, and the protection is gone. Anti-fog lenses are the fix. What rating do tire-shop safety glasses need? ANSI Z87.1+, the high-impact standard. Slicks are rated to it. Do anti-fog coatings really last? A quality coating holds through the temperature swings of a working bay, which is the whole point. Cheap lenses fog and get abandoned. How many should a shop keep on hand? Enough for a clear pair at every station plus spares. Slicks come by the dozen so you are not rationing one good pair. Put a pair on in your own bay and see if they stay clear. Request a free sample for your techs.
How to Find a Slow Tire Leak Without a Dunk Tank
A slow leak is the quietest problem in the shop and the one most likely to come back. The customer says it loses a few pounds a week, you air it up, spin it, eyeball the tread, and find nothing. Three days later the low-pressure light is on again and now they are annoyed. The leak was there the whole time. You just could not see it. Why the dunk tank lets slow leaks hide The tank finds a fast leak fine. A slow one is another story. You can only submerge part of the assembly at a time, the water hides the smallest bubbles, and a weep at the valve or a hairline at the bead can sit just above the waterline while you are staring at the tread. The tank is also slow: pull the wheel, carry it over, dunk it, dry it, and you have spent ten minutes to confirm what a targeted test shows in one. On a busy day, that is a bay you are not turning. Where slow leaks actually come from Most slow leaks are not punctures in the tread. They are at the four spots a spray finds fastest: The valve core, a slow weep that rarely shows in water. The bead seat, especially on corroded, curb-rashed, or aftermarket wheels. The valve stem base where it meets the wheel. A TPMS sensor seal, easy to disturb during a mount and easy to miss after. Every one of those is a small surface you can target directly. That is exactly why a spray-on detector beats a tank for the leaks customers actually complain about. Spray it, watch it, find it Bubble Check is a spray-on leak detector you apply right where you suspect the leak: the valve, the bead, the stem, a spot in the tread. Where air escapes, it foams into tight, visible bubbles you can point at. No tank, no dunk, no guessing about which part of the wheel was actually underwater. You can do it with the wheel still on the car, which means you can show the customer the leak instead of describing it. If air is getting out, Bubble Check shows you exactly where. You stop hunting and start fixing. A faster way to work a leak complaint Here is the workflow that saves the most time. Air the tire to spec. Spray the valve, the stem base, and around the bead on both sides. Watch for foam, which builds within seconds at a real leak. Mark the spot, fix it, then spray again to confirm the repair before the wheel goes back on. That last step is the one most shops skip, and it is the one that stops the comeback. Confirming the seal at the bay is far cheaper than having the car back on the rack next week. Why not just soapy water Plenty of shops keep a spray bottle of dish soap for this. It works until it does not. Soapy water runs off vertical surfaces before it can build a bubble, lathers into a mess that hides the exact leak point, and leaves residue you have to chase. A purpose-built detector clings where you spray it and foams into tight bubbles right at the leak, so you see the source, not a sink full of suds. The whole value is pinpoint, and a pinpoint is what a homemade mix gives up. Fewer comebacks, faster bays Every minute a tech spends wrestling a wheel into a tank is a minute not turning billable work, and every slow leak that slips back out the door is a customer who trusts you a little less. A spray that pinpoints the leak the first time protects both. The largest independent tire retailer in the country already uses it for exactly that reason. Common questions How do you find a slow tire leak without a dunk tank? Spray a leak detector like Bubble Check on the valve, bead, stem, and any suspect spot. Escaping air turns it into visible bubbles, so you pinpoint the leak without submerging the wheel. Will it find a TPMS or valve leak? Yes. Those are the leaks a tank hides most often, and they are exactly where a targeted spray shows a weep fastest. Can I use it with the tire still on the car? Yes. You can spray and read it at the vehicle, which is also the easiest way to show the customer the leak before you quote the repair. Can I use it to check a repair? That is one of its best uses. Confirm the bead or valve is sealed before the wheel goes back on, and you stop the comeback before it starts. How is it different from soapy water in a bottle? It clings to vertical surfaces and foams into tight bubbles right at the leak instead of a messy lather all over the wheel, so the leak is easy to see and easy to wipe off after. See how fast it finds one in your own bay. Request a free sample and run it on the next slow leak that comes in.
Why Wheel Weights Fall Off, and How to Kill the Comebacks
It is the call no service writer wants on a Monday. The car you balanced last week is back with a shimmy at 60, and the stick-on weight that was there is gone. Nobody did anything wrong on the install you can see. The failure happened at a step most techs do on autopilot: the prep. Why adhesive weights let go A stick-on weight is only as good as the bond under it, and that bond fails for a handful of predictable reasons: The surface was not clean. Wheel cleaner film, road grime, or a thumbprint of oil is enough to keep the adhesive from grabbing. The surface was not dry. Solvent that did not fully flash off leaves a layer between the tape and the wheel. The prep left its own residue. Some sprays clean but leave a film that quietly kills adhesion. Temperature. Adhesive applied to a cold wheel, or a wheel still warm off a drive, never reaches full tack. None of those are exotic. They are the everyday conditions of a working bay, which is why the comeback rate creeps up without anyone noticing a single bad install. You cannot out-stick a dirty wheel. The bond is made or lost before the weight ever touches it. The prep is the whole game Get the surface genuinely clean, dry, and residue-free and the weight stays where you put it. That is the entire fix, and it is why the prep product matters more than the weight itself. Brake cleaner was the old default, but it can flash off too fast, leave residue, and it carries the TCE and perc chemistry the EPA is now restricting. Prep N Stick Quick Dry was built specifically for this: clean the surface, promote adhesion, dry fast, no banned solvents, safe on clear coats. It is the difference between a weight that rides for the life of the tire and one that ends up in a driveway. What a comeback actually costs A dropped weight is never just the weight. It is the rebalance labor, the bay time you cannot bill, and the customer who now wonders what else you missed. At volume, a percent or two of comebacks is real money and real reputation. A few cents of proper prep is the cheapest insurance in the shop. Common questions Why do stick-on wheel weights fall off? Almost always a prep problem: the wheel surface was not clean, dry, or residue-free when the weight went on, so the adhesive never fully bonded. Does wheel temperature really matter? Yes. Apply to a wheel that is too cold or still hot off a drive and the adhesive will not reach full tack. Prep to a clean, room-temperature surface. Can I just keep using brake cleaner to prep? You can, but it can leave residue, flash off before you seat the weight, and it relies on solvents the EPA is restricting. A dedicated prep is more reliable and keeps you ahead of the chemical change. How do I prep a clear-coated wheel without damaging it? Use a prep that is rated safe for clear coats and custom finishes. Prep N Stick is formulated for exactly that. See it hold in your own bay. Request a free sample and put it up against your current process.
Why Brake Cleaner Is Getting Banned for Wheel Prep, and What Shops Use Instead
Every tech has done it. Grab the can of brake cleaner, hit the wheel where the weight goes, wipe, stick. It has been the wheel-prep shortcut in every bay in America for thirty years. That shortcut is now on borrowed time, and the shops that get ahead of it will look a lot smarter in a year than the ones that wait. What the EPA actually restricted In 2024 the EPA finalized rules under the Toxic Substances Control Act on two chlorinated solvents, trichloroethylene (TCE) and perchloroethylene (perc). Both are common active ingredients in the aerosol brake cleaners sitting on shop shelves right now. You can read the agency summary on the EPA TSCA page. The short version: the chemistry techs have been spraying near their faces, shift after shift, is being pulled out of the supply chain. This is not a someday problem. Manufacturers are already reformulating, distributors are clearing old stock, and the products that keep the old chemistry are getting harder to buy and harder to justify handing to an employee. A shop that switches its wheel-prep now does it on its own schedule. A shop that waits switches in a scramble when its usual can stops showing up. What TCE and perc actually do to a bay The regulatory headline is one thing. The day-to-day reason to move off them is simpler. These are aggressive degreasers built to strip brake systems, not to be inhaled in a closed bay for eight hours. Repeated exposure is linked to the kind of health problems that turn into missed shifts and, eventually, liability. The point of wheel-weight prep is a clean surface, not a daily dose of solvent your people breathe with no respirator and the bay door half shut. The can that has been on every shelf for thirty years was never designed for the job techs use it for. Why brake cleaner was the wrong tool anyway Set the ban aside for a second. Wheel-weight prep has exactly one job: leave a surface clean and dry enough that the adhesive actually grabs and holds. Brake cleaner strips oil, yes, but it was built to blast brake dust off a caliper, not to ready a painted wheel for a stick-on weight. Three things go wrong when it gets used for prep: It flashes off fast, sometimes before the tech seats the weight, so the surface is not actually prepped at the moment of contact. It can leave its own residue, a thin film that quietly kills adhesion even though the wheel looks clean. On a clear-coated or custom wheel it is a gamble, and the damage shows up as an unhappy customer, not a warning label. The result is the comeback nobody connects to the prep step: a weight on the customer driveway, a shimmy at sixty, a rebalance you cannot bill, and a customer wondering what else got rushed. What to look for in a replacement A real wheel-weight prep is not a relabeled degreaser. When you evaluate one, check four things: Free of TCE and perc, so you are ahead of the regulation instead of behind it. Dries fast enough to keep the bay moving, because a prep that makes techs wait is a prep they will skip. Leaves the surface adhesion-ready, not just visually clean, so the tape grabs the first time. Rated safe for clear coats and custom finishes, which is where brake cleaner was always a risk. What shops are switching to Prep N Stick Quick Dry was built for exactly this job. It is free of the restricted solvents, dries fast enough to keep installs moving, and is formulated to leave the surface adhesion-ready rather than just stripped. It is safe on clear-coated and custom wheels, which brake cleaner never reliably was. The point is not only compliance. It is fewer comebacks and a chemical your people can use all day without breathing the stuff the EPA just restricted. The largest independent tire retailer in the country already made this switch. The math is simple: a few cents of proper prep against the labor, the bay time, and the lost trust of a single rebalance. The cost of waiting The shops that move now get three things: a prep that actually holds weights, a safer bay, and one less supply-chain surprise when the old cans stop arriving. The shops that wait inherit the same switch later, under worse conditions, plus whatever comebacks pile up in the meantime. This is the rare change where the compliant move and the profitable move are the same move. Common questions Is brake cleaner actually banned? The solvents in many brake cleaners, TCE and perc, are being restricted by the EPA under TSCA. Not every can disappears tomorrow, but the chemistry is on its way out and shops are moving off it now rather than scrambling later. What do I use to prep a wheel for a stick-on weight instead? A dedicated wheel-weight prep that cleans and promotes adhesion without the banned solvents. That is exactly what Prep N Stick Quick Dry was built for. Will a TCE-free prep dry fast enough to keep installs moving? Yes. The Quick Dry formula is built around bay speed, so techs are not standing around waiting on the surface before they seat the weight. Is it safe on clear-coat and custom wheels? Yes, which is one more place brake cleaner was always a risk. Prep N Stick is formulated to be safe on those finishes. How much does switching actually cost? Per wheel it is a few cents of prep. Measured against one rebalance, one refinished rim, or one lost customer, the prep is the cheapest insurance in the shop. Run it against whatever you use now. Request a free sample and put it up against your current process in your own bay.
Hand Injuries: The Hidden Cost Crushing Tire Shops
Every tire shop owner knows the big risks: a wheel assembly dropped off a lift, a bead failure during inflation, a tech's hand caught in the changer. Those are the incidents that make the safety manual. But the injury that actually costs your shop the most money, the most downtime, and the most turnover? It's the one nobody tracks: hand injuries. The Numbers Are Worse Than You Think According to OSHA's severe injury reports from 2015 to 2021, upper extremity injuries (arms, hands, and fingers) account for 40% of all employer-reported severe workplace injuries. Not sprains. Not back pain. Hands. The Bureau of Labor Statistics reports that hand and finger injuries make up 23% of all work-related injuries across industries, making them the single most frequent category of preventable workplace injury. In the private sector alone, over 222,000 hand and finger injuries were reported in a single year. For tire shops specifically, the numbers are even more concentrated. OSHA data shows that the majority of tire shop injuries occur during the handling of tire and wheel assemblies, and the hands are the point of contact for nearly every task a technician performs: mounting, demounting, balancing, prying, and breaking beads. What a Hand Injury Actually Costs The average workers' compensation claim for a hand injury runs about $25,000 in combined medical costs and lost wages. That's the direct cost. The indirect costs are harder to measure and usually worse. A hand injury pulls a tech off the floor. In a shop running two or three bays with tight staffing, losing one tech for even a week means slower throughput, longer wait times, and backed-up appointments. The National Safety Council estimates that indirect costs (retraining, overtime for remaining staff, administrative time, reduced productivity) typically run two to three times the direct claim cost. So that $25,000 hand injury? It's closer to $75,000 when you account for everything downstream. And that's one injury. One tech. One incident. Where the Injuries Actually Happen If you watch a tech work a full shift, the pattern becomes obvious. Hand injuries in tire shops cluster around a few specific tasks: Bead breaking. The bead breaker requires sustained grip pressure on a handle or lever, often at awkward angles. Techs white-knuckle bare metal handles for hours. When the grip slips, the hand goes with it, into the machine, into the rim, or into the concrete. Pry bar work. Prying a tire off a rim is one of the most force-intensive tasks in the shop. A bare metal pry bar with no grip surface means maximum hand fatigue, minimum control, and the kind of slip that sends a tech to the ER with a laceration or a sprain. Tire handling. Mounting and demounting tires means constant gripping, repositioning, and repetitive hand motions across dozens of wheel assemblies per shift. The strain isn't from one heavy lift. It's cumulative. Chemical exposure. Brake cleaners, solvents, and prep chemicals (many of which historically contained TCE) cause skin irritation, chemical burns, and dermatitis on unprotected hands. This compounds grip fatigue and increases the likelihood of a slip during a force-intensive task. Why Most Shops Don't Fix This The honest answer: because hand injuries feel normal. A cut, a bruise, a sore wrist. Techs tape it up and keep working. Shop owners don't see a pattern because the injuries don't look dramatic individually. They look like Tuesday. But the cumulative cost is real. OSHA's data on tire and automotive service shops shows an average of 100 lost workdays per musculoskeletal injury claim, with an average workers' comp payout of $11,000 per incident. That's just the comp claim. It doesn't include the cost of the tech who quits because their hands hurt every day and they found a warehouse job that doesn't require a grip strength test. Turnover in tire shops is already a problem. Hand injuries make it worse, quietly, invisibly, consistently. What Actually Works The shops that have solved this problem didn't do it with posters or safety meetings. They did it with equipment. Ergonomic grip replacements. Replacing bare metal handles on bead breakers and pry bars with engineered grip surfaces reduces hand fatigue, prevents slips, and distributes force more evenly across the hand. The improvement is immediate and measurable. One national tire retailer replaced the grips on their bead breakers and pry bars across their locations. The result: hand injuries dropped to zero. Not reduced. Zero. Overnight. That's not a marketing claim. That's an operational outcome. TCE-free chemical formulations. The EPA banned trichloroethylene (TCE) for commercial use in December 2024, but many shops were still using TCE-containing brake cleaners and prep solvents well into 2025. Switching to TCE-free alternatives eliminates one of the primary causes of chemical dermatitis on technician hands, which directly reduces grip impairment and downstream injury risk. Tool design that accounts for fatigue. Most tire shop tools were designed for function, not ergonomics. A pry bar that works but causes hand fatigue after 30 minutes is a pry bar that causes injuries after 4 hours. The tools themselves need to be part of the safety conversation. The Math Is Simple What Are Hand Injuries Costing Your Shop? Plug in your numbers. The math does the rest. Number of techs in your shop Estimated hand injuries per year National average: 23% of all workplace injuries involve the hands. Most shops undercount. Average tech hourly rate ($) Average lost workdays per injury OSHA average for musculoskeletal claims: 100 days. Even minor injuries cost 3-5 days. Calculate My Cost Direct Workers' Comp Costs Based on $25,000 average per hand injury claim (National Safety Council) Lost Productivity Lost wages + overtime coverage for remaining techs Indirect Costs (2.5x multiplier) Retraining, admin, reduced throughput, turnover risk (NSC estimate) Estimated Total Annual Impact For comparison: A full set of CHAOS grip replacements for your bead breakers and pry bars costs less than of a single workers' comp hand injury claim. See CHAOS Grip Replacements The ROI isn't close. It's not even a real comparison. What to Do This Week Pull your workers' comp claims for the last 12 months. Count how many involved hands, fingers, or wrists. The number will be higher than you expect. Walk your shop floor and look at what your techs are gripping. Bare metal bead breaker handles? Unwrapped pry bars? That's where your next claim is coming from. Replace the grip surfaces on your highest-use tools. Start with the bead breaker and the primary pry bar. These are the two highest-risk contact points. Audit your chemical cabinet. If anything contains TCE, replace it. The EPA ban is in effect and the alternatives perform as well or better. Track hand injuries as a separate category. Most shops lump them in with general injuries. Start counting them on their own and you'll see the pattern. Ready to see what safer tools look like? Explore CHAOS Moto's full line of grip replacements and TCE-free tire service chemicals at chaosmoto.com.
PFAS (« produits chimiques éternels ») : Pourquoi votre atelier de pneus devrait s'en soucier
PFAS (« produits chimiques éternels ») : Pourquoi votre atelier de pneus devrait s'en soucier Que sont les PFAS, et pourquoi devriez-vous vous en soucier ? Les PFAS (substances per- et polyfluoroalkylées)—souvent appelées « produits chimiques éternels »—sont des produits chimiques fabriqués par l'homme, connus pour leur durabilité extrême. On les trouve dans de nombreux produits industriels, y compris les produits chimiques utilisés dans les ateliers de pneus. Bien que ces produits chimiques offrent des propriétés utiles, ils présentent des risques importants pour la santé, l'environnement et la réglementation. Le problème : Risques pour la santé des employés : Une exposition régulière peut entraîner de graves problèmes de santé tels que des lésions hépatiques, des troubles thyroïdiens et le cancer. Responsabilité environnementale : Les PFAS s'accumulent dans l'eau, le sol et la poussière des ateliers, provoquant une contamination qui peut affecter votre communauté et exposer votre entreprise à des poursuites. Conformité réglementaire : L'EPA et les gouvernements des États limitent de plus en plus les PFAS. La non-conformité peut entraîner des amendes et des efforts de nettoyage coûteux. La solution : CHAOS Moto a éliminé de manière proactive les PFAS de toute sa gamme de produits, y compris de ses produits phares, Prep N Stick et Bubble Check. Ces produits protègent vos employés et vos clients, minimisent l'impact environnemental et maintiennent la conformité de votre entreprise. Les avantages : Un lieu de travail plus sûr : Pas de risques pour la santé liés à une exposition prolongée. Opérations conformes : Gardez une longueur d'avance sur la réglementation et évitez les responsabilités potentielles. Responsabilité environnementale : Réduisez la contamination environnementale en éliminant les produits chimiques nocifs. Agissez maintenant : Échantillon gratuit Choisir des produits sans PFAS n'est pas seulement intelligent, c'est l'avenir de l'industrie automobile. Demandez un échantillon gratuit des alternatives éprouvées et plus sûres de CHAOS Moto dès aujourd'hui.
Freiner l'utilisation du TCE dans les ateliers de pneus en raison des risques pour la sécurité
Les risques cachés de l'utilisation excessive de nettoyant pour freins dans les garages automobiles En décembre 2024, l'EPA a interdit l'utilisation de tétrachloroéthylène (TCE), un composant courant des nettoyants pour freins, dans les produits commerciaux aux États-Unis. Les garages automobiles recherchent maintenant des alternatives plus sûres. « Après des décennies de travailleurs et de communautés à travers le pays tirant la sonnette d'alarme sur les effets dévastateurs sur la santé qu'ils ont subis, nous sommes heureux de constater que l'EPA a enfin interdit ces produits chimiques dangereux. » – Liz Hitchcock, Directrice des politiques fédérales, Toxic-Free Future (tel que publié dans The Guardian) Tout au long de l'année 2024, CHAOS Moto, une entreprise de fournitures automobiles basée en Arizona, a interrogé des mécaniciens à travers l'Amérique du Nord pour mieux comprendre les pratiques des ateliers... Risques pour la santé liés à l'exposition au nettoyant pour freins Le contact cutané peut provoquer des irritations, des dermatites ou des brûlures chimiques. L'inhalation peut entraîner des problèmes respiratoires, des étourdissements ou des lésions neurologiques. L'exposition à long terme est liée au cancer, aux lésions rénales/hépatiques et aux troubles nerveux. Que faire au lieu d'utiliser un nettoyant pour freins pour la préparation des masses d'équilibrage de roue : Les techniciens de pneus ont déclaré utiliser du nettoyant pour freins pour préparer les roues avant d'appliquer des masses d'équilibrage adhésives. « En 2004, la plus grande entreprise de pneus au monde nous a aidés à développer un produit pour remplacer le nettoyant pour freins afin de coller les masses d'équilibrage sur les jantes en aluminium. Aujourd'hui plus que jamais, nous réalisons que cette solution plus sûre est essentielle en raison de l'interdiction récente du TCE dans les nettoyants pour freins. » – Richard Thomas, cofondateur, CHAOS Moto Présentation d'une solution plus sûre : Prep N Stick CHAOS Moto a développé Prep N Stick, une solution non toxique spécialement conçue pour la préparation des roues avant l'installation des masses d'équilibrage adhésives... Avantages de Prep N Stick : Formule non toxique – Élimine l'exposition aux produits chimiques nocifs des nettoyants pour freins. Sans danger pour toutes les finitions de roues – Protège contre les dommages aux roues en aluminium, peintes ou revêtues. Augmente l'adhérence des masses d'équilibrage – Prépare les surfaces pour une rétention maximale des masses adhésives. Programme d'essai gratuit de Prep N Stick CHAOS Moto a envoyé des échantillons gratuits de ce produit aux garages à travers les États-Unis pour promouvoir une option plus sûre pour l'équilibrage des pneus. Intéressé(e) ? Demandez un échantillon gratuit ici. Lectures complémentaires Effets à long terme de l'exposition au nettoyant pour freins Les dangers de l'exposition prolongée aux nettoyants pour freins Lésions du système nerveux central (SNC) : Perte de mémoire, confusion, étourdissements et lésions nerveuses chroniques. Lésions hépatiques et rénales : La toxicité du TCE peut affecter la fonction des organes au fil du temps. Problèmes respiratoires : L'inhalation à long terme peut entraîner une bronchite chronique ou une accumulation de liquide dans les poumons. Risques cancérigènes : Le TCE est classé comme cancérogène du groupe 2A par le CIRC. Lésions cutanées : Brûlures chimiques, sécheresse chronique et dermatite dues aux contacts fréquents. Formation de gaz toxiques : Lorsqu'il est chauffé, le TCE peut produire du gaz phosgène, un composé hautement toxique. Protégez-vous et protégez votre atelier Pour réduire les risques pour la santé, les mécaniciens doivent : Porter des gants et des masques de protection lors de la manipulation de nettoyants chimiques. Assurer une ventilation adéquate dans les espaces de travail pour minimiser les risques d'inhalation. Passer à des alternatives plus sûres comme Prep N Stick. Sources Quels sont les dangers du nettoyant pour freins ? - Apel USA Le tétrachloroéthylène, un danger mortel dans le nettoyant pour freins - Envirofluid Le nettoyant pour freins donne-t-il le cancer aux mécaniciens ? - Benzene Lawyers Alerte sécurité ! Nettoyant pour freins = gaz phosgène - BREW Bikes LLC