We are going around in circles about nothing. Like many other commodities, how do you know it is not going to give you any benefit?
I think that one has a right to expect the manufacturer to provide information as to what benefits his product offers before purchasing it. In the case in question this was never done. There is simply no comparative information available.
If you do a search on this forum there are over 10 pages of discussion on the subject starting way back in 2017 or earlier! All discussions ended with no definite answer as no one knows!
If no-one knows I ask myself why people are buying a product that is of dubious benefit. The only possible logical explanation is that they are being conned.
Can you please offer proof or facts that it is dubious? From your post I guess millions of people get conned every day so not difference there!
Without comparative data, nobody knows whether the bands are of any benefit or not. We are relying solely on unsubstantiated claims by the manufacturer. If that isn't dubious, I don't know what is.
The fact that millions are being conned every day shouldn't be an excuse to allow such practice to continue unabated.
The fact that millions are being conned every day shouldn't be an excuse to allow such practice to continue unabated.
This is like watching paint dry🙀.
In all my 46 years of towing and driving numerous vehicles I have yet to come across any scientific demonstrable evidence these bands achieve anything other than cost and possible balancing issues.
I put them in the same category as electric jockey wheel movers and CASSOA and car
roof mounted aerofoils😎😎
In all my 46 years of towing and driving numerous vehicles I have yet to come across any scientific demonstrable evidence these bands achieve anything other than cost and possible balancing issues.
I put them in the same category as electric jockey wheel movers and CASSOA and car
roof mounted aerofoils😎😎
Lets try and put a new perspective to this matter.
The issue that Tyre Bands seek to address is the chance the tyre bead may disengage from the bead seating position of the wheel rim, and slip into the well of the rim.
Let's first consider what normally stops this from happening, and it's the pressure of the air inside the tyre which exerts thrust against the inside wall pushing the bead outwards. The the bead seat constrains it.
I'm sure you have watched a new tyre being fitted to one of your rims, you should have seen the fitter introduce the tyre to the wheel rim, and having used considerable force (produced by a machine) the tyre was eventually within the flanges but slightly loose.
The fitter then introduce compressed air through the valve port which is only used for a few seconds and the tyre expands but still does not quite fully jump the rim humps. A few more seconds of compressed air and by the air pressure alone, or sometimes with some physical encouragement of a sharp knock, the tyre will POP twice as the beads jump the humps and engage in the bead seats of the rim. By this time the pressure is probably up to 10 to 15PSI.
To get an idea of how much force the air has had to exert to get the beads into the seats, you need to calculate the side wall surface area multiplied by the air pressure at the time. Suffice to say for a 16 inch wheel rim with a tyre with a 4" tall side would have a tyre side wall surface area of all the in its in the order of 251 square inches. If the pressure was 10 PSI that gives a thrust load of 2510 Lbs of just about a ton, or more, if the pressure was higher.
The importance of this is it shows how much lateral force is needed to get the bead to jump over the hump during fitting.
Once in place, the bead is not only held by the bead seat but also has the assistance of the air pressure inside the tyre which at working pressure could be 30PSI or roughly 3 times the fitting pressure. This means it would need about 4 times the assembly thrust to cause the bead be dislodged from the seat whilst the tyre is inflated.
If the internal pressure drops, the the lateral force needed to move the bead diminishes but it will never fall below the assembly thrust. So even with a total loss of air pressure containment in a tyre, you would still have to generate a lateral force of about a ton to cause a bead to jump out of its seat.
High angle steering inputs at speed, or mounting a kerb or some other surface discontinuity might generate enough load, but basically if a normal driver becomes aware of a flat tyre, they shouldn't be using high speeds or large turning inputs that might generate these sorts of loads. As there is no need for such large lateral loads the risk of a tyre bead disengaging from the bead seat is very very small and it doesn't warrant the fitting of tyre bands to prevent it.
From my perspective the manufacturers have a product which can be justified for some emergency or military vehicles, but not for ordinary drivers. However, the makers have sought to spread negative rumours that prey on most drivers natural concerns about acquiring a flat tyre whilst driving. Most drivers do not have the scientific or mechanical understanding to rationalise the realities of such events, so the apparent risk is enough for some to fit tyre bands. even though the design of modern wheels and tyres, a tyre band offers no additional safety benefit for normal drivers.
At least, if a driver feels they need to have tyrebands fitted, it's not going to reduce safety, All it does is waste money, reduces payload of the vehicles, and can cause inconvenience when having tyres changed.
The issue that Tyre Bands seek to address is the chance the tyre bead may disengage from the bead seating position of the wheel rim, and slip into the well of the rim.
Let's first consider what normally stops this from happening, and it's the pressure of the air inside the tyre which exerts thrust against the inside wall pushing the bead outwards. The the bead seat constrains it.
The fitter then introduce compressed air through the valve port which is only used for a few seconds and the tyre expands but still does not quite fully jump the rim humps. A few more seconds of compressed air and by the air pressure alone, or sometimes with some physical encouragement of a sharp knock, the tyre will POP twice as the beads jump the humps and engage in the bead seats of the rim. By this time the pressure is probably up to 10 to 15PSI.
To get an idea of how much force the air has had to exert to get the beads into the seats, you need to calculate the side wall surface area multiplied by the air pressure at the time. Suffice to say for a 16 inch wheel rim with a tyre with a 4" tall side would have a tyre side wall surface area of all the in its in the order of 251 square inches. If the pressure was 10 PSI that gives a thrust load of 2510 Lbs of just about a ton, or more, if the pressure was higher.
The importance of this is it shows how much lateral force is needed to get the bead to jump over the hump during fitting.
Once in place, the bead is not only held by the bead seat but also has the assistance of the air pressure inside the tyre which at working pressure could be 30PSI or roughly 3 times the fitting pressure. This means it would need about 4 times the assembly thrust to cause the bead be dislodged from the seat whilst the tyre is inflated.
If the internal pressure drops, the the lateral force needed to move the bead diminishes but it will never fall below the assembly thrust. So even with a total loss of air pressure containment in a tyre, you would still have to generate a lateral force of about a ton to cause a bead to jump out of its seat.
High angle steering inputs at speed, or mounting a kerb or some other surface discontinuity might generate enough load, but basically if a normal driver becomes aware of a flat tyre, they shouldn't be using high speeds or large turning inputs that might generate these sorts of loads. As there is no need for such large lateral loads the risk of a tyre bead disengaging from the bead seat is very very small and it doesn't warrant the fitting of tyre bands to prevent it.
From my perspective the manufacturers have a product which can be justified for some emergency or military vehicles, but not for ordinary drivers. However, the makers have sought to spread negative rumours that prey on most drivers natural concerns about acquiring a flat tyre whilst driving. Most drivers do not have the scientific or mechanical understanding to rationalise the realities of such events, so the apparent risk is enough for some to fit tyre bands. even though the design of modern wheels and tyres, a tyre band offers no additional safety benefit for normal drivers.
At least, if a driver feels they need to have tyrebands fitted, it's not going to reduce safety, All it does is waste money, reduces payload of the vehicles, and can cause inconvenience when having tyres changed.
Another issue which should receive a mention is that the bands increase both unsprung weight and the moment of inertia of the wheel. They therefore increase loads imparted to the suspension, in particular to shock absorbers, and to the brakes.
I had a puncture on our caravan on the M1 six weeks ago. I wasn't aware of it until someone alongside let me know. I had to drive a few miles to the next safe layby where the recovery man changed the wheel and got me on the road again. The tyre was shredded but the Tyron Band kept the tyre sides on the wheel. The wheel rim never touched the road and wasn't damaged and neither was the caravan wheel arch damaged. God bless Tyron Bands, well worth the money. The big problem is finding a tyre fitter who can fit new tyres.
Glad it ended "peacefully" - of course we'll never know how the wheel/tyre would have faired without the Tyrons as it may have been the safety ledge on the wheel rim that kept the tyre in place.
I had a tyre completely shred itself at 60 mph on a single axle caravan. My first warning was the noise but the van held steady until I could slow down and pull over. But the remnants of the tyre had not left the wheel. Given a choice I would fit TPMS over Tyron bands. Early warning of an impeding problem is preferable to having a wrecked tyre that still sits on the wheel.
That Tyron bands can retain the tyre bead stands to reason, but how they can prevent the wheel rim from touching the ground once the tyre has completely disintegrated beats me. In the extreme, they can’t prevent loose bits of rubber from flailing against the wheelarch, either. ColB must just have been lucky.
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I much prefer TPMS, that will identify any issue before the practicality of Tyron bands is tested, and probably saves having to purchase a new tyre as well.
Interestingly, even though Tyron bands have been in existence for many years, there has never been any factual assessment of their efficacy, or if there has its never been published.
Interestingly, even though Tyron bands have been in existence for many years, there has never been any factual assessment of their efficacy, or if there has its never been published.
My experience is the same, both in outcome and the big challenges getting tyre fitters who can reinstall them "properly".
I have had them refitted but only to find later it was not done correctly in that they were not spaced equally, needing a lot of balance weights having been used.
Without a moments thought I would recommend the use of a caravan [trailer] TPMS, if funds are limited. That, way before spending on Tyron Bands; basically remove the need for the tyre to stay on by knowing its running under inflated before than state destroys the tyre. Remove the "phantom blowout" many claim, which is in fact no more than the inevitable outcome of running too under inflated. Without TMS in total ignorance till the tyre carcass is so denatured it fails.
Tyron Bands have been fitted to numerous emergency vehicles over the years .
Caravanners followed suit yet to this day there is not one shred (sic) of evidence that cogently demonstrates the Bands play any part in the overall outcome of a puncture or blow out.
By all means spend your money but please don’t be lulled into a false sense of security!
Caravanners followed suit yet to this day there is not one shred (sic) of evidence that cogently demonstrates the Bands play any part in the overall outcome of a puncture or blow out.
By all means spend your money but please don’t be lulled into a false sense of security!
I'll go along with that. Their biggest shortcoming is that no-one has ever demonstrated that one would be any worse off without them under the same conditions as with them. It would be wrong to suggest that because one was spared the worst with Tyron bands fitted, the worst would have happened without them.
Golly - what a lot of replies to a simple question. Every time it comes up, it generates a huge discussion. I have them fitted as well as the Tyrepal TPMS. I have had 2 kerbstone blow outs, one a very long time ago and entirely my fault and the other about 6 years ago in a very small village in Austria avoiding a car in the middle of the road and hitting a right angle kerbstone travelling at about 15 MPH. The TMPS would not have helped in either incident. In both cases, I was able to travel on until I found a safe place to pull over and change the wheel. In both cases, there was no other damage to either the wheel or the caravan. Whether tyron bands helped, we will never know. The second case, my wheel was 15 years old, so not modern technology but maybe I might have been ok. It remains one of those unanswered questions. In the grand scheme of things, the cost of them is a 'drop in the ocean' compared to a lot of other extras on the caravan. I chose to fit them for an unproven peace of mind and have never had a problem with tyre fitters (I have the fitting kit) but I also acknowledge that we are not caravanning to 'military specifications'.
I have them fitted, thankfully I have the portable kit for when you need to change tyres.
Even Kwik fit tech didn't have then correct kit, although they were told about it before hand.
Tyron, plus Tyre Pal, double peace of mind. Doesn't stop a puncture, you still need to be aware of a change in the feel of your tow.
Stick with tyre Pal.
Even Kwik fit tech didn't have then correct kit, although they were told about it before hand.
Tyron, plus Tyre Pal, double peace of mind. Doesn't stop a puncture, you still need to be aware of a change in the feel of your tow.
Stick with tyre Pal.
Safety ledges have been around as long as tubeless tyres, it's a requirement in order to fit tubeless.
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