Goodyear Truck Tires: How to Read the KMAX, Omnitrac and Urbanmax Range

Region note. This guide is built from Goodyear’s Middle East & Africa databook. Sizes, load indices and some product variants are the ME&A lineup, and availability can differ in North America, Europe and other markets. Units are shown as printed in the databook: kg, bar, mm and km/h.

Key takeaways

• Goodyear’s 2025/26 Middle East & Africa range groups truck, bus and trailer tires into named families by application: KMAX (on-road: long haul and regional haul), Omnitrac (mixed service, on/off-road), Urbanmax (municipal and bus), Marathon (regional haul and coach, an older-generation family still in the range), and dedicated Offroad tires for severe/military-grade applications.
• Within each family, a consistent position + customization/benefit + generation suffix system tells you the axle position and the intended use before you read a single number — for example, KMAX S EXTREME GEN-2 is a Steer tire, built for extreme hot-climate long-haul use, in its second generation.
• The databook separates “previous generation” naming (Family + Application + Axle Position + Generation, e.g. “Regional RHS II”) from the “new generation” naming (Family + Axle Position + Customization/Benefit + Generation, e.g. “KMAX S EXTREME GEN-2”). Both styles appear side by side in the current range, so recognizing which pattern you’re looking at matters.
• The technical data section gives full dimensional and load-at-pressure tables in metric units (mm, kg, bar), plus a Tire Label system (GSO for the Gulf states, EU for the European Union) that rates tires A to F on fuel efficiency, wet grip and noise — a system this guide also explains for readers outside the ME&A market, since many countries use an equivalent label.
• The databook includes detailed sections on regrooving, rim and wheel types, tubes/flaps/valves, and tire markings — practical shop-floor reference material that most brand catalogs leave out.

Why this catalog matters, and its limits

Goodyear’s Middle East & Africa Truck Tire Databook is a dense technical reference: 58 pages covering the on-road, bus/coach, mixed-service and off-road ranges, full technical data tables, and a long section on tire construction, terminology, regulatory labeling, markings, load/speed interaction, regrooving, rims, tubes and the manufacturing process. For a fleet manager or technician, it answers the same three questions the Continental and Hankook guides on this site answer:

1. Which Goodyear family is built for my route and axle position?
2. What does the product name and suffix tell me before I open the spec table?
3. What load, pressure and dimension does this specific tire support?

The catalog’s limit, for this site’s purpose, is that it is a regional edition. Goodyear publishes different databooks for different markets, and the ME&A edition’s size range, suffixes and even some family availability will not exactly match a North American or European fleet’s options. Where this guide states a size, load index or feature, treat it as ME&A-specific unless otherwise noted, and confirm local availability with a Goodyear representative before ordering.

How Goodyear organizes the range

The application map

The databook opens with an application map that plots tire families against route type (Long Haul, Regional Haul, Urban) and service type (Standard, Mixed Service, Severe Mixed Service, Offroad). Reading across:

The naming system: previous generation vs. new generation

This is the single most useful page in the databook for a buyer, because Goodyear’s range currently contains two different naming conventions side by side.

Previous generation tires (example: Regional RHS II) follow: Family + Application + Axle Position + Generation. – Family: Marathon, Regional, Omnitrac, Urbanmax – Application: LH (Long Haul), RH (Regional Haul), MS (Mixed Service), MC (Municipal), OR (Off Road), COACH (Coach Buses) – Axle Position: S (Steer), D (Drive), T (Trailer), A or blank (All Position) – Generation: a blank dash, II, or II+

New generation tires (example: KMAX S EXTREME GEN-2) follow: Family + Axle Position + Customization/Benefit + Generation. – Family: KMAX (on-road), Omnitrac (mixed service), Offroad, Urbanmax (municipal) – Axle Position: S, D, T, A/blank (same meaning as above) – Customization/Benefit: (blank) = standard construction; HL = High Load (higher load index than standard); Heavy Duty = reinforced construction for severe conditions; Extreme = for long distances in extreme hot climates; Endurance = for high-mileage on-road use; Cargo = for high-mileage on-road use under tough service conditions – Generation: a blank dash or GEN-2

Once you know this structure, a name like KMAX D ENDURANCE reads immediately as: KMAX family, Drive position, built for high-mileage on-road endurance, first generation (no GEN-2 suffix). And OMNITRAC S HEAVY DUTY reads as: Omnitrac family, Steer position, reinforced for severe mixed-service conditions.

The product families, line by line

The descriptions below are based on Goodyear’s own product text in the databook. Where the catalog claims a specific percentage improvement, that is Goodyear’s own comparison against a named predecessor or against industry labeling, not an independent test.

KMAX — long haul and regional haul (on-road)

KMAX S EXTREME GEN-2 (steer, long haul). A 5-rib tread design engineered for regular wear and improved traction, with an optimized carcass construction for limited deformation over the tire’s life, a tuned tread arc width and cavity shape for even wear and mileage, and a “cool running” tread compound aimed at high mileage in extreme hot climates with reduced heat generation. Sizes listed: 315/80R22.5 (156/150L) and 385/65R22.5 (160K).

KMAX D EXTREME GEN-2 (drive, long haul). A 5-rib deep tread design with Flexomatic sipes and raindrop channels for regular wear across torque and temperature conditions, a closed shoulder for even wear and traction, a V-shape directional design with variable pitch for traction and low noise, and the same cool-running compound philosophy as the steer tire. Size: 315/80R22.5 (156/150L).

KMAX T EXTREME (trailer, long haul). A reinforced carcass rated for high load capability (10-tonne axles) with high robustness, durability and better retreadability, strong shoulder ribs, and zig-zag grooves for traction with less stone holding.

KMAX S/D/T CARGO (steer, drive, trailer — regional haul, tough conditions). This sub-family adds a reinforced bead area for heavy cargo operations. The steer version (KMAX S CARGO) uses a 4-rib design with “IntelliMax Rib Technology” and closed shoulders for steering response, dual-depth sipes, and stone ejectors to protect carcass integrity for retreading. The drive version (KMAX D CARGO) uses humps in the central ribs and shoulders for mileage and traction, plus a wide tread design. Sizes include 295/80R22.5 (152/148M) and 315/80R22.5 (156/150L).

KMAX S/D/T ENDURANCE (steer, drive, trailer — regional haul, high mileage). Similar construction philosophy to Cargo but positioned for high-mileage on-road use rather than tough cargo conditions: innovative tread details and massive ribs to resist chipping, chunking and tearing (preserving casing integrity for retreading), stone ejectors, closed shoulders, and dual-depth sipes. A high-load variant, KMAX S ENDURANCE+, is listed for 385/65R22.5 (160K / 158L alternative).

REGIONAL RHS II / RHD II (previous generation, steer and drive). Wide tread, 5-rib pattern with groove-edge blading for mileage, even wear, handling and stability. Goodyear describes a high-silica tread compound for mileage, wet braking and reduced rolling resistance, and high-density “flexomatic” blading for wet braking combined with mileage. Sizes span from 10.00R20 and 11.00R20 up to 315/80R22.5 (156/150L), with KMAX S and KMAX S GEN-2/GEN-3 variants listed alongside the older RHS II naming in the same size range — a sign that this is a transitional product line, with the older RHS/RHD naming still appearing next to newer KMAX-branded equivalents.

KMAX S/D GEN-2, 17.5”/19.5” (steer, drive — regional, smaller rim sizes). For medium-duty trucks on 17.5” and 19.5” rims, these use a computer-modeled tread profile for optimized pressure distribution, “IntelliMax Rib Technology” for a stiffer tread and higher mileage, wide shoulders for robustness, and a “stiffener” technology in the center grooves for handling. The drive version adds a dual-compound layer (“IntelliMax Tread Technology”) for mileage and low rolling resistance, and a directional V-shaped pattern for low noise.

Buses and coaches

KMAX COACH EXTREME (all-position, coach). An optimized tread profile with a tuned cavity shape for even pressure distribution and uniform wear, a rubber compound described as having a “strengthened molecular connection” to delay wear and run cooler on long distances, grooves designed for heat dissipation, and RFID enablement. Size: 295/80R22.5 (152/149M).

MARATHON COACH (all-position, long haul/intercity coach). An asymmetric pattern for all-position fitment, positioned for mileage, resistance to shoulder wear, low exterior noise for passenger comfort, ride and handling quality, reduced cost per km through mileage and retreadability, reduced rolling resistance for fuel savings, and wet grip for braking confidence. Sizes: 295/80R22.5 (154/149M) and a high-load version at 315/80R22.5 (156/150L).

Urbanmax (all-position, municipal bus). The databook highlights a specific generational claim: “Excellent mileage (+40%) vs. predecessor,” combined with EU fuel-efficiency label “B,” wet-grip label “B” and noise label “A,” new reinforced sidewalls with wear indicators, regroovable/retreadable construction, and “EV Ready” status including extra dual load-carrying capacity with RFID technology. Goodyear also describes this as the first in the industry to use its “EcoReady” sustainability technology. Treat the +40% figure as a manufacturer claim: the test basis and the predecessor model are not stated here. Size: 275/70R22.5 (152/149J, High Load).

Urbanmax MCA (all-position, municipal commuter). A wide, 5-rib tread for mileage and even wear in stop-and-go applications, usable as a steer or all-position tire on municipal vehicles, with centerline blocks and flexomatic blading for wet braking and all-season capability, plus reinforced sidewalls with wear indicators for curb scuffing resistance. Sizes include 265/70R19.5 (140/138L), 275/70R22.5 (150/145J, High Load), 295/80R22.5 (156/149L), 305/70R22.5 (153/150J or 154/150E) and 315/60R22.5 (152/148J).

Mixed service

OMNITRAC S/D (steer, drive — mixed service, 22.5” and 24”). A robust 5-rib design (4-rib at 24”) for durability and ground-pressure distribution, siped tread blocks with zig-zag grooves for extra biting edges and traction, “quick release” groove shapes with stone penetration protectors for self-cleaning and casing durability, a cool-running cap compound with a tear-resistant base, and “DuraShield” top-belt technology for casing protection against corrosion and improved retreadability. Sizes include 13R22.5, 295/80R22.5, 315/70R22.5, 315/80R22.5, 325/95R24 and 385/65R22.5.

OMNITRAC S/D HEAVY DUTY (steer, drive — severe mixed service). Adds the DuraShield top belt (protecting against object penetration and corrosion) to a more robust 4-rib tread with massive shoulder ribs for the most demanding mixed-service work, centerline stone ejectors, and a tread compound specifically designed to resist chipping and chunking across the tire’s life, with increased under-tread rubber for extra casing protection.

OMNITRAC MSS II / MSS II Plus and MSD II / MSD II Plus (steer, drive — mixed service, on/off-road). A wide 4-rib and 5-rib pattern for mileage, durability, retreadability and even wear, with good self-cleaning and reduced stone holding, wide shoulder ribs against shoulder wear, a “slalom” centerline groove for braking, variable pitch length for noise, and stone-penetration protectors with a double groove angle for drilling resistance. The MSD II drive version adds a dual-layer wide tread with a centerline rib for off-road mileage and chip/chunk resistance. Sizes span from 12.00R20 and 12.00R24 up to 275/70R22.5.

OMNITRAC MSS (steer, older/parallel naming). A 5-rib pattern described in similar terms to MSS II — mileage, durability, retreadability, self-cleaning, shoulder-wear resistance, braking groove and noise-optimized pitch. Sizes include large-format 445/75R22.5 (170J) and 375/90R22.5 (164G, High Load), alongside smaller 11R22.5 (148/145K, “S700”).

Offroad

OFFROAD ORD Design 1 (all-position). Goodyear’s description: “a specific tire for off-road applications,” with deep tread depth for secure off-road traction and mileage, an optimized off-road compound for tearing/cutting resistance, overlapping blocks for balanced wear, massive block geometry for cut resistance, and deep wide shoulder grooves for self-cleaning and traction. Sizes: 13R22.5 (154/150J) and 325/95R24 (162/160G).

OFFROAD ORD Design 2 (all-position/drive, military and special service). Positioned for military and other service vehicles, with excellent damage resistance and traction even on soft or sandy surfaces, exceptional tearing/cutting resistance, stone-holding resistance with self-cleaning, and low-inflation capability. Sizes: 365/85R20 (164J) and 375/90R22.5 (164G).

OFFROAD (general, military/airport/road-maintenance heritage). Originally developed for military, airport fire brigade and road maintenance use, per the catalog, with off-road traction, stone-holding resistance, balanced circumferential wear, durability, retreadability and cutting resistance.

How to read a Goodyear technical data page

The Technical Data section (pages 25–37 of the databook) uses a different, more detailed table than the family-level product pages. Its columns are:

• Size: the tire size designation (metric, standard or wide-base).
• Goodyear Design: the specific product name (for example KMAX T, KMAX S GEN-2, OMNITRAC S HEAVY DUTY).
• Load/Speed Index: the load index and speed symbol pair (for example 136/134M), with additional markings such as FRT (Free Rolling Tire — a regulatory marking meaning the tire is designed for trailer axles and non-steering, non-drive axles).
• Overall Diameter (mm): within a tolerance of ±1.5%.
• Overall Section Width (mm): within ±1.5%.
• Static Loaded Radius (mm): within ±1.5%.
• Rolling Circumference (mm): used for odometer and mileage calculations.
• Tread Depth (mm): new-tire tread depth.
• Recommended Rim Width and Permitted Rims: the measuring and approved rim range.
• Minimal Dual Spacing (mm): the minimum center-to-center distance for dual mounting.

A short worked example from the 17.5” steer/drive table: a 245/70R17.5, KMAX S GEN-2 (load/speed index 128/126M) has an overall diameter of 770 mm, an overall section width of 215 mm, a static loaded radius of 358 mm, a recommended rim width of 6.00” (permitted range 6.00–6.75”), a tread depth of 11.7 mm, and a minimal dual spacing of 239 mm. Compare that to the same size in the drive version, KMAX D GEN-2, which carries the identical load/speed index but a very slightly different diameter and radius (772 mm, 358 mm) — a reminder that steer and drive tires of the “same” size are not always dimensionally identical, and the data page is the only reliable source for that detail.

Reading the load-at-pressure tables

The load capacity tables (for example page 29, covering the 17.5” family) list, for each size and nominal pressure in bar (with the psi equivalent in parentheses), the single axle load and dual axle load in kilograms, broken out across a range of inflation pressures from roughly 5.0 bar (73 psi) up to the tire’s rated nominal pressure. Each size has two rows: one for S (Single) and one for D (Dual) mounting, each with its own load index.

A worked example from the 22.5” standard-series table: the 315/80R22.5 (load index 156 single / 150 dual) at its nominal pressure of 8.75 bar (127 psi) carries a maximum single-axle load of 8,000 kg and a maximum dual-axle load of 13,400 kg. At a lower pressure of 7.75 bar (112 psi), the same tire’s table shows a reduced single load around 7,070 kg — illustrating, in Goodyear’s own numbers, how directly load capacity tracks inflation pressure below the nominal rating.

The load-at-pressure figures here are representative rows from Goodyear’s printed tables. Check any specific figure against the table for your exact size and generation before relying on it.

The EU and GSO tire label: reading the A-to-G rating

Because the ME&A databook covers Gulf Cooperation Council markets, it documents two separate labeling schemes that a fleet outside Europe or the Gulf states may not be familiar with, but which follow the same logic as labels used elsewhere:

• GSO Label: produced for the GCC Standardization Organization, covering the United Arab Emirates, Bahrain, Saudi Arabia, Oman, Qatar, Kuwait and Yemen. It rates fuel efficiency and wet grip.
• EU Label: introduced 1 November 2012 for all European Union countries, rating fuel efficiency (rolling resistance), wet grip, and exterior noise.

Both scales run A (best) to F (worst) for fuel efficiency — Goodyear’s databook notes that Class G is not used for truck tires. Lower rolling resistance means the tire deforms less and loses less energy, which translates directly into lower fuel consumption.

The databook includes an illustrative calculation of the potential value of choosing an A-class tire over an F-class tire: based on Goodyear Innovation Center testing (Luxembourg, 2012), assuming average vehicle fuel consumption of 32.3 L/100 km, a 14.7% potential fuel saving from switching rolling-resistance class translates to roughly 47.5 L less fuel per 1,000 km — which, at an assumed fuel price of €1.50/L, is about €71.25 saved per 1,000 km, or €7,125 per year at 100,000 km of annual mileage. This is a 2012 Goodyear calculation with assumed inputs (fuel price, annual mileage); treat it as an illustration of the label’s financial relevance, not a current savings projection for any specific fleet.

The databook is explicit about what the label does not cover: mileage performance, traction and retreadability are not rated by the label, and winter conditions are not factored in. A tire with a top fuel-efficiency grade is not necessarily the best choice on every other dimension that matters to a fleet.

Tire markings and the sidewall

The databook’s Tire Markings section lists 13 standard sidewall locations, matching the ECE-R54 regulation used broadly outside North America:

1. Tire section width (mm or inches)
2. Aspect ratio (section height ÷ section width)
3. Radial construction marking (R)
4. Rim diameter (inches)
5. Load index — single-tire fitment
6. Load index — dual-tire fitment
7. Speed symbol
8. Alternative load indices for an alternative speed (shown in a circle on the sidewall)
9. TWI — Tread Wear Indicator
10. ECE homologation number
11. Date code (week, year)
12. DOT manufacturing code
13. Noise number, confirming conformity to ECE noise regulations

For the United States and Canada, the databook notes that US Safety Regulation MVSS 109 (passenger tires) and 119 (truck tires) require the maximum load in pounds and the corresponding air pressure in psi to be shown on the tire, along with the DOT mark confirming regulatory conformity. This is a useful reminder that the exact sidewall format differs by region, even when the underlying load-index system is the same.

Load index, speed symbol and the FRT marking

The databook explains the Free Rolling Tire (FRT) marking specifically: it is a legal marking under UNECE Regulation No. 54, indicating the tire is designed for trailer axles and for axles other than front-steering and drive axles. A tire marked FRT should be used exclusively in that role — not substituted onto a steer or drive position.

The load index and speed symbol pair (for example “149/145 L”) works the same way across Goodyear’s range as described in the Continental and Hankook guides on this site: the first number is the single-fitment load index, the second is the dual-fitment load index, and the letter defines the maximum speed. The databook adds a detail worth keeping in a fleet’s reference notes: unmarked radial truck tires are permitted up to 110 km/h, while bias-ply tires are limited to 100 km/h, and retreaded tires are limited to 110 km/h unless marked otherwise.

Load capacity and speed: how one trades against the other

The databook’s “Interaction of Load and Speed” section, based on the ETRTO (European Tyre and Rim Technical Organisation) Standards Manual, is one of the more technically dense but practically important parts of the catalog. It shows how much a tire’s load capacity can be increased as its operating speed decreases below its rated speed symbol.

For example, for a tire with an L (120 km/h) speed symbol, the ETRTO table in the databook shows: – At static (0 km/h): up to +150% load capacity. – At 50 km/h: +13%. – At 80 km/h: +5%. – At 95 km/h: +1%. – At 100 km/h and above: 0% (no bonus).

The databook adds an important constraint: dual-fitment load carrying capacity is twice the single-fitment capacity only up to 40 km/h. Above that speed, the usual dual load bonus can be restricted depending on axle configuration, and bonus loads do not apply to trailers and semi-trailers above 65 km/h.

This matters for any fleet running tires below their rated speed in a yard, construction site or slow-moving application — it is the basis for how a lower-speed-rated tire can sometimes legitimately carry more load than its nominal rating suggests, and conversely, why running a tire faster than its design speed reduces the load it can safely carry, even with no change in inflation pressure.

Regrooving: getting more life from the casing

Goodyear’s databook is unusually detailed on regrooving, a practice more common outside North America. The core points:

• A regrooved tire is one (new or retreaded) where the tread pattern has been renewed, or a new pattern cut, deeper than the original molded groove depth.
• Regrooving should be entrusted solely to fully trained operators, using proven regrooving tools with electrically heated blades.
• A minimum of remaining under-tread rubber is essential to avoid damage at the top breaker belt, groove cracking, or stone damage.
• Only tires marked “Regroovable” on the sidewall have the extra under-tread thickness required.
• Tires with heavy tread-area damage (rib tearing, multiple cutting, chipping) should not be regrooved — they should be retreaded instead.
• Goodyear’s suggested remaining tread depth before regrooving: 3–4 mm for regular highway use; 5–6 mm where penetration damage is likely (mixed service or off-road conditions).
• Recommended regrooving width: 6 mm for on-road designs, 8 mm for mixed-service and off-road designs, with a maximum regrooving depth of 3 mm, guided by molded-in regroove depth indicators.
• The databook notes a practical fleet convention: because operators normally fit new tires to front (steer) axles, regrooved tires are usually mounted on rear axles or trailer positions.

Rims, wheels, tubes and valves: the shop-floor reference

The databook devotes several pages to the hardware a tire actually mounts on, which is useful background even for a fleet that outsources tire service:

Rim types. Three basic types exist: one-piece tubeless drop-center rims (5° drop center for standard/low-section light-truck tires; 15° drop center for standard and wide-section truck tires on 17.5”/19.5”/22.5” rims), two-piece tube-type flat-base rims, and four-piece tube-type flat-base rims (mainly 20” sizes, for 80-series tires, requiring a new sealing gasket with each new tire). The databook warns against interchanging parts between the two- and four-piece systems — each is stamped 2P or 4P and the parts are not compatible across systems.

Wheel offset. The offset — positive, negative or zero — affects track width, kingpin geometry, handling, wheel-bearing load and, on duals, dual spacing. The databook’s practical warning: fit the correct offset wheel for the specific vehicle, and never mix wheels of different offsets on the same axle.

Tubes and flaps. “Radial”-marked tubes are mandatory in radial tires, because radial construction imposes greater local stress on the tube than bias construction. Radial-marked tubes may be used in bias tires, but the reverse is not advised. A tube that is too large risks buckling and early failure; a tube too small stretches excessively and degrades air retention — and the databook notes that, in an emergency, a slightly undersized tube is preferable to an oversized one, since its failure mode is less likely to be catastrophic. Flap-edge cutting is a known failure mode under the higher stresses of radial tires, which is why radial-marked flaps are mandatory.

Valves. Three valve types are covered: rubber-covered valves (rigid TR15 or bendable TR150), one-piece metal valves (TR44 series, pre-bent single, double or triple), and two-piece metal European-style valves (a vulcanized spud plus a screw-on extension with a rubber washer seal). The databook’s practical warning: rubber washers should never be reused — they harden with age and lose elasticity — and extensions should never be “backed off” to align with rim slots; instead, wind the extension onto the stem until it contacts the washer, add a half turn, then mount and align by tightening further.

A worked comparison on the same route

Comparing two products in the same family shows what the naming and the data table are really telling you. Take two long-haul steer tires: KMAX S EXTREME GEN-2 and KMAX S ENDURANCE.

Both tires share the same load index at 315/80R22.5 (156/150L) and the same basic steer-axle role, but Goodyear’s own suffix system tells you they are tuned for different priorities: EXTREME is built around sustained performance in high heat over long distances, while ENDURANCE is built around casing integrity and retreadability for high-mileage regional work. Neither suffix tells you which tire is “better” — it tells you which operating condition each was engineered against. The right choice depends on your route’s climate and your retread program, not on which name sounds more premium.

A similar comparison applies to the mixed-service steer position: OMNITRAC S versus OMNITRAC S HEAVY DUTY share the same basic 5-rib (or 4-rib at 24”) design philosophy, but the Heavy Duty variant adds the DuraShield top belt and a reinforced tread specifically for the most demanding mixed-service applications. If your trucks rarely leave paved roads, the standard Omnitrac S may be the more cost-effective choice; if they regularly encounter severe terrain, the Heavy Duty variant’s extra casing protection is the reason it exists.

Matching Goodyear’s range to a fleet’s actual routes

The application map and naming system are only useful once they are translated into a fleet decision. Here is how the four route groups in this databook map onto common fleet profiles:

Long-haul, mostly highway, steer and drive positions. KMAX S (steer) and KMAX D (drive) in either the EXTREME GEN-2 (hot-climate, high-speed sustained running) or standard trim. A fleet running overnight line-haul in a hot region should prioritize the EXTREME variant’s cool-running compound; a fleet running shorter, cooler-climate highway legs may not need it and can use the standard KMAX S/D at lower cost.

Regional haul, mixed highway and secondary roads, retread-focused. KMAX S/D ENDURANCE, or the previous-generation RHS II/RHD II where those are still the stocked size. The ENDURANCE suffix signals Goodyear has tuned the casing and tread specifically to survive multiple retread cycles — the right priority for a fleet whose cost model depends on retreading rather than buying new.

Severe regional, curb strikes and chip/chunk risk. KMAX S/D CARGO, built with reinforced sidewalls and tread compounds for stop-and-go urban/regional delivery work where curbs and debris are a daily hazard. Choosing a standard long-haul tire for this duty cycle typically shows up as premature sidewall or shoulder damage.

Bus and coach, scheduled routes. KMAX Coach EXTREME for long-distance coach work (steer and drive positions tuned for sustained highway speed), Marathon Coach where the previous-generation name is still current for the fleet’s stocked sizes, and Urbanmax (including the EV-Ready/EcoReady MCA variant) for city-transit routes with frequent stops and, increasingly, electric drivetrains.

Mixed on/off-road, general trucking with occasional unpaved sections. Omnitrac S/D for routes that are mostly on-road with limited off-road exposure, and Omnitrac S/D HEAVY DUTY or MSS II/MSD II (Plus) where the off-road share of the route, terrain severity or load is higher. The jump from standard to Heavy Duty is Goodyear’s way of pricing in extra casing protection — worth it only if the route’s severe-service exposure justifies the extra cost.

Severe off-road and special service. The ORD (Offroad) designs, including the heritage military/special-service pattern, for construction, quarry, oilfield or defense-adjacent applications where tread life under impact and penetration resistance outweigh fuel economy or ride comfort.

The practical takeaway for a fleet manager: start from the route’s three defining variables — climate/speed profile, surface severity, and whether the tire is expected to go through a retread program — and let those three variables point to a suffix, rather than starting from a suffix name and working backward.

How to choose the right Goodyear tire: a practical method

1. Identify the route group first — long-haul, regional, bus/coach, mixed-service or off-road — using the application map, not the product’s marketing name.
2. Identify the axle position — steer, drive, or trailer/all-position — since Goodyear’s product letters (S, D, T) are built around this distinction and a tire’s tread pattern is engineered for a specific position.
3. Check whether a new-generation or previous-generation name applies to the size you need; both can be current in the same catalog, and the databook’s side-by-side naming table is the fastest way to confirm you are looking at the right product.
4. Match the customization/benefit suffix to your real operating condition — EXTREME for sustained heat/speed, ENDURANCE for retread-focused regional work, CARGO for curb-strike-prone urban delivery, HEAVY DUTY for severe mixed-service — rather than assuming the suffix with the most premium-sounding name is automatically correct for your fleet.
5. Confirm load index and speed symbol against your actual axle loads and operating speed, using the load-at-pressure table for the specific size, not a rule of thumb carried over from a different size or brand.
6. Set pressure from the measured or calculated axle load, reading the nominal and reduced-load columns in the table rather than inflating to a sidewall maximum or a habitual shop number.
7. Check the FRT marking and position restrictions before mounting any tire not explicitly rated for steer or drive use.
8. Factor in retreadability and expected life only after the first six steps are satisfied — a tire that is easy to retread is not the right choice if it is not rated for the route’s speed, load or surface severity in the first place.

Common mistakes when reading the catalog

Assuming the newest-sounding suffix is always the right choice. “GEN-2” and “Extreme” sound like upgrades, but they describe specific operating conditions (climate, generation of tread technology), not a universal performance ranking. Match the suffix to your actual route and climate, not to which name sounds newest.

Confusing previous-generation and new-generation naming. Because both styles coexist in the current range (for example, “Regional RHS II” alongside “KMAX S GEN-2” in overlapping sizes), it is easy to mistake an older product for a different family entirely. Check which naming pattern applies before concluding two products are unrelated.

Reading load-at-pressure tables at the wrong pressure. The load tables are built around a specific nominal pressure in bar for each size and load index. Reading the maximum load without checking that it corresponds to the pressure you actually run is one of the most common ways to misjudge a load limit.

Treating the EU/GSO label as a complete picture. The label rates fuel efficiency, wet grip and (for the EU label) noise — not mileage, traction or retreadability, and not winter performance. A top-rated label does not mean a tire is the best overall choice for a given route.

Ignoring the FRT marking. A tire marked FRT (Free Rolling Tire) is legally restricted to trailer axles and non-steer, non-drive positions. Fitting it elsewhere is both a misuse of the tire’s design and, in markets that enforce ECE-R54, a compliance issue.

Mixing wheel offsets or rim systems. The databook’s own warnings — don’t mix 2-piece and 4-piece rim parts, don’t mix wheels of different offsets on the same axle — are easy to overlook in a busy shop but can affect handling, dual spacing and safety.

Assuming regional availability. Because this guide is built from the Middle East & Africa edition, sizes, load indices and suffix variants described here may not all be available, or may carry different names, in North America, Europe or other regions. Always confirm the local product line before relying on a size-specific claim or placing an order.

FAQ

What does “KMAX S EXTREME GEN-2” actually mean? KMAX = the on-road family. S = Steer position. EXTREME = built for long distances in extreme hot climates. GEN-2 = second generation of this specific product. The same logic applies to any Goodyear new-generation product name.

Is Omnitrac the same as an off-road tire? Not quite — Omnitrac is Goodyear’s mixed-service family, for on/off-road use, which is different from the dedicated Offroad (ORD) line built for severe service and military/special applications. Check the application map before assuming a mixed-service tire will perform like a dedicated off-road tire.

What does FRT mean on a Goodyear sidewall? Free Rolling Tire — a legal marking under UNECE Regulation No. 54 meaning the tire is designed for trailer axles and for axles other than steering and drive axles. It should not be fitted to a steer or drive position.

Can any Goodyear truck tire be regrooved? Only tires marked “Regroovable” on the sidewall have the extra under-tread rubber required, and the databook specifies that regrooving should be done only by fully trained operators with proper tools. Tires with significant tread-area damage should be retreaded instead.

Does a better fuel-efficiency label mean a better tire overall? Not necessarily. The EU/GSO label covers fuel efficiency, wet grip and (EU only) noise. It does not rate mileage, traction, retreadability or winter performance — all of which may matter more for a given route.

Why does the load table show different values at different pressures for the same tire? Because load capacity is directly tied to inflation pressure below the tire’s rated nominal pressure. Running below the nominal pressure for your actual load reduces the margin built into the tire’s design; always set pressure from the measured axle load and the manufacturer’s table, not from habit.

Is this guide accurate for a North American fleet? Use it to understand how Goodyear’s naming and technical-data system works — that logic is consistent globally. For specific sizes, load indices and availability in North America, confirm against the North American product catalog rather than this Middle East & Africa edition.

Sources and notes

• Goodyear Truck Tire Databook, Middle East & Africa, 2025 edition (58 pages), published by Goodyear Middle East & Africa (goodyear-mea.com/en_ae/truck). Used for the application map, naming system, product descriptions, technical data tables, tire label system, markings, load/speed interaction, regrooving guidelines, and rims/tubes/valves sections.
• The EU label fuel-saving calculation is Goodyear’s own illustration (Goodyear Innovation Center Luxembourg, 2012 test basis), using assumed fuel price and mileage inputs. Treat it as an illustrative, dated calculation, not a current savings claim.
• This guide does not use Goodyear’s separate 2020 North America databook. Readers in North America should check that edition for region-matched sizes and specifications.