SPECIALIZED TIRE TECHNOLOGY
Specialized founder Mike Sinyard in the early years
TABLE OF CONTENTS: History . . . . . . . . . . . . . . . . . . . . . . . . . 2 Development . . . . . . . . . . . . . . . . . . . . 3 Design/R&D. . . . . . . . . . . . . . . . . . . . . 3 Testing . . . . . . . . . . . . . . . . . . . . . . . . . 4 Casing . . . . . . . . . . . . . . . . . . . . . . . . . 5 Puncture Protection . . . . . . . . . . . . . . 6 Bead . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Compound . . . . . . . . . . . . . . . . . . . . . . 8 Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Unconditional Guarantee . . . . . . . . . . 10 Tube Tech . . . . . . . . . . . . . . . . . . . . . . 11
HISTORY Tires are in our blood. Our enduring tradition of excellence began in 1976 when Mike Sinyard introduced the first product ever under the Specialized banner, the Touring Tire, followed two years later by the Turbo—the first clincher to offer performance equal to tubulars. To this day, whether it’s an innovative new design like the Roubaix 23c/25c or timeless technology like Armadillo Elite, we continue to develop the most comprehensive and highest quality tires available for all types of cycling. Mike realized early on that tires are the single best place to enhance every rider’s experience, directly affecting many key aspects of any ride: how fast the bike rolls; how well it corners and brakes; the suppleness of the ride; and the risk of flatting. With that in mind, every tire is founded on extensive lab and real-world field testing. Plus, invaluable input from customers, retailers, and a who’s who of pro riders including Christoph Sauser, Sam Hill, and teams Astana and Saxo Bank. 2 - SPECIALIZED TIRES
What sets us apart from other brands is our singular commitment to research and development—we are tire designers, not manufacturers. Therefore, we can dedicate all of our resources to designing, developing, and testing, to provide the ideal tire for each experience. With each new tire platform we are free to seek out the perfect manufacturer for the specifics of that tire. Companies who manufacture their own tires are limited to the facilities they have, even if they’re not optimal for all the different materials and construction methods for all the tires.
DEVELOPMENT We’re as competitive as our riders, and we strive to provide the best ride experience possible regardless of road or mountain, race, or recreational. We realize that the tire is the most directlyrelated and tangible component in ride “feel” no matter what type of riding, so we work tirelessly (pun intended!) to innovate the ideal treads and materials, and then test them relentlessly with our pros and field testers alike. Whether it’s Sam Hill looking for better grip in muddy corners or Joe Commuter looking for maximum flat protection in the urban jungle, we take these needs seriously and design directly to them. Once a tire is developed, we’re never satisfied till we hear feedback from these riders. We’re not afraid to admit something isn’t perfect—if there are issues we’ll tweak or redesign until we get it right.
World DH Champion Sam Hill
DESIGN/R&D Another way we stand out in this industry is our commitment to using the best technology available to develop our tires, regardless of cost. We are the only company making bike tires using the Finite Element Analysis (FEA)—a next-generation technology adapted from the auto tire industry that allows us to develop and test tread patterns on computers to dial in the perfect design for
the intended experience. With our mountain tires, we use FEA to render a knob and then apply virtual forces to see how the knob will react. We then optimize the knob design and placement according to specific needs of the experience. Through FEA we can predict each tire’s performance under any terrain—before we even begin the testing process.
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TESTING Through multiple lab tests we are able to predict how our designs will work in the “real world”, and directly compare our tires to the competition. We can also request samples of tires using different constructions or compounds and see which gives us the results
we demand. Even when a material is finalized we can still dial the construction to maximize performance. Once we’ve hit our numbers we’ll allow a tire to enter production.
Rolling resistance: For each tire model, we mount a tire on a wheel, inflate it to a given pressure, and warm it up on rollers to give us the most “real world” test situation. The tire is then weighted to simulate real riding conditions, and run at a pre-determined speed. We measure the wattage output at given speeds—this tells how much rolling resistance effects output. Finally, we’ll vary tire pressures to find optimal levels.
Friction: A mounted tire, weighted to simulate rider load, is positioned on different surfaces mimicking various road or even dirt conditions, and we measure the amount of force needed to make the tire start to break loose. We can also angle the tire and test the shoulder friction to simulate turning. This is more realistic than other friction tests, because we use a mounted, production tire on actual surfaces–not just a sample rubber block in generic lab conditions.
Puncture protection: We test for puncture protection in two ways, both involving a flathead screwdriver-type tool that is pushed into the tire until it punctures. In the first, we use cutaway piece of the tire and measure both how much pressure is applied and how far the tool is pushed until it punctures. In the second test we mount and inflate the tire and repeat the test to calculate the weight necessary to puncture.
Burst pressure: To test how well the tire will stay on the rim under pressure, we mount a tire and tube, and then inflate it with water until the bead completely blows off the rim, marking the maximum pressure before blowout. We inflate with water because the burst is more controlled—air would shred the tire and tube, which can be dangerous and make examination after the test impossible. 4 - SPECIALIZED TIRES
CASING The casing—the skeleton of the tire—has the most profound effect on the tire’s performance characteristics. Casings are made from two components: thread (poly/cotton or nylon) and rubber. Our
tires have TPI counts of between 26 and 290, generally with city or entry-level off-road tires at the lower counts and race-ready road tires on the higher end.
120TPI The fine 120TPI casing is fast and light, while providing a supple ride feel
Road Tires Casings are measured in TPI (threads per inch), a numerical system that tells how many threads are used per one square inch of casing. Increased rubber content on a 60TPI tires improves durability and provides great all-weather traction, but increases weight and makes it slightly slower and less supple. A 290TPI tire is super-light and enjoys a silky-smooth, fast ride but may be more prone to punctures and will wear at a faster rate.
DH Casing: Casing is especially important under the rigors of gravity riding, so our DH tires are always double-ply. Two layers of nylon casing wrap around the bead on all our DH models to stiffen the sidewall, providing extra protection against pinch flats, especially when run at lower pressures. Butyl-stiffened sidewalls provide further protection.
2 Ply 60TPI Casing
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PUNCTURE PROTECTION Punctures come in varied forms from various sources: Mountain bike tires often get punctures from thorns, sidewall cuts from sharp rocks, and pinch flats. Roadies may roll over penetrating split gravel, nails, and of course glass. For every riding experience
ELITE ELITE
Specialized offers tailor-made solutions: Bead-to-bead casing shells for rough conditions, lightweight belts for racing, or tread reinforcements for everyday riding. We just want you to skip the worries and enjoy the ride.
PRO Dual Compound Tread
120TPI Casing
120TPI Casing
Armadillo Elite Protection (Bead to Bead) Armadillo Elite Protection Armadillo Elite Protection (Bead to Bead) (Belt)
120TPI Casing
Composite Kevlar Belt
Folding Bead
Folding Bead Armadillo Elite Protection (Belt) Folding Bead Armadillo Elite Our toughest all around puncture protection for 4 season high mileage riding. Superior puncture resistance in a lightweight package. A Kevlar cap ply protects the sidewalls, providing bead-to-bead puncture protection, and a Nylon sub-tread belt increases durability where the tire contacts the ground.
60TPI Casing
60TPI Casing Armadillo Protection (Bead to Bead) Armadillo Protection Armadillo Protection (Bead to Bead) (Belt)
BlackBelt Our most efficient and dynamic puncture protection for our fastest tires. A strip of tightly cross-woven material is tucked directly under the tread, providing ultra-tough puncture and cut resistance. This lightweight barrier protects against glass, nails, or whatever else the road throws in your way, and is highly flexible to keep rolling resistance low.
Endurant Our secret weapon: Armadillo Elite tough and Blackbelt fast. The 120TPI Endurant casing is tough, but lightweight, and the tire’s restructured design means triple-wall protection from bead to bead. This greatly improves durability with only a negligible increase in material.
Wire Bead Armadillo Protection (Belt) Wire Bead
Armadillo A woven nylon cap ply with woven aramid belt under tread provides solid puncture resistance, while the wire bead keeps the tire securely on the rim and the price down.
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Flak Jacket Our entry-level construction gives you a durable casing, longwearing compound, Flak Jacket puncture protection and wire bead at a great value. Same treads as the Pros, but you can still bring home the bacon.
BEAD
Folding Bead
• Carbon (road tubeless only): Foldable bead providing the stiffest, most secure bond with rim for maximum air retention and reduced risk of roll-off in case of puncture. • Aramid: Strands of this synthetic form of super-strong Kevlar are wound together to produce this foldable bead that is strong as steel, but flexible and much lighter. These can save 50 grams over steel beads, and are found on our high-end mountain and road tires. • Steel: We use exclusively Pierce wire beads—multiple wire strands wound together for a more flexible bead than standard steel. These are easier to mount and still highly reliable: found on most of our commuter and high-value road and mountain tires.
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COMPOUND Different additives mixed with rubber form a compound. Compounds are formulated to improve traction, puncture protection, durability, and/or rolling resistance, depending on the intended experience. It is, for instance, what determines whether a rider will rail a loamy, off-camber turn or wind up in a patch of poison oak! Using real-world-testing with pros and mere mortals alike, we continually try new “recipes” to dial in a perfect blend for the targeted experience. A compound’s durometer measures its “softness” or “hardness,” typically from 40A to 70A respectively for bike tires: • Softer compound - Forms to surface for better traction in rough conditions - More grip on corners or slippery/rough terrain • Harder compound - Faster rolling and more efficient due to less deformation - More miles per tire - Better puncture resistance • Dual-Compound: Two different rubber compounds used in strategic areas of the tire for optimized performance - Harder rubber is typically found in the center of the tire for low rolling resistance (while riding straight) and longer wear. - Softer rubber is used on the sides of the tread for better traction and more control in corners. Dual-Compound Tread Harder Compound in center Softer Compound on sides
How long a rubber compound will adhere to a surface before returning to its original shape is called its Hysteresis—this is the rebound rate of the rubber. In general we’ll use higher hysteresis tires for mountain use and lower for road, but we’ll adjust those according to the desired ride experience. • With a high hysteresis, the tire will adhere better to the surface being covered and take longer to rebound Meaning: more traction, but slower rolling and less durable • With a low hysteresis, the tire quickly rebounds to its original shape Meaning: faster rolling and more durable, but less traction
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SIZING 23/25C ROUBAIX TIRE
23mm
3
STANDARD 23C TIRE
25mm
25mm
mm tread for fast rolling. mm casing adjusts to all road conditions.
The extra volume of the 25c casing increases suppleness, durability, and ride stability; this base is capped with a 23c tread for snappier handling. Plus, since higher volume also decreases rolling resistance over a standard 23c, you’ve got the best balance of speed, stability, comfort, and handling.
A woven Blackbelt breaker protects the tire under the tread 23/25c Casing: All tires create a bulge, or “deflection,” under load. Under the same rider weight, and assuming equal air pressure, the higher-volume 25c casing results in a shorter, wider contact patch (the section of tire in contact with the ground at any time) thus a shorter section of sidewall is deflected compared to standard 23c tires. Less energy is required to “roll through” the shorter section, meaning lower rolling resistance, and a faster tire. Other benefits include: • A thicker air cushion between the ground and the rim improves shock absorption • Quicker transitions from side to side in corners • Tires can be safely run at lower pressures for more supple ride • Smoother is faster
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TIRE STANDARDS Tubular Our open tubulars and tubulars use a super-high 290TPI casing for the ultimate in ride quality on the road. Casing with thread counts above 127 cannot be vulcanized, because the threads are too small and turn into crispy critters under the extreme heat. Therefore, tires with higher tpi are cold-vulcanized, which means the tread is formed separately and then glued onto the casing. This process is all done by hand and is highly labor intensive, so these tires aren’t cheap, but the ride is without equal. Tubeless road After making a big splash in the MTB realm, tubeless road tires are gaining traction among racers and enthusiasts alike. We brought our extensive know-how with MTB tubeless to our road tires, allowing riders to run lower pressures (as low as 80psi) for a smoother ride without the risk of pinch flats. Clincher Traditional vulcanized clincher tires use a nylon fabric wrapped around either a wire or aramid bead. This nylon fabric varies in thread count and is used to determine how durable or supple a tire can be, because it affects how much rubber becomes part of the casing during the vulcanizing process. During that process, the tire casing is placed in a mold and hot liquid rubber is introduced to form the tread. The casing and rubber fuse into one piece during this process. UST Looking for a lightweight UST option? Now available throughout our MTB tire line, GRID UST saves weight over the standard UST tire, without sacrificing durability in both tread and sidewall. The real reason you need a pair of these: No sealant required means no mess! 2Bliss ready Available in race-specific S-Works casings and trail-specific Control casings, 2Bliss Ready tires give you all the versatility you need. Run them with sealant for the ultimate performance on the trail or with a tube.
UNCONDITIONAL GUARANTEE Mike Sinyard founded his company on the tire category, and throughout the years, our mission has remained firmly fixed on creating market-leading tire designs and technology for every kind of rider. In fact, we are so confident our tires will meet your expectations that we guarantee every one. We stand behind every knob, casing and compound. If you use one of our tires for its intended experience and are unhappy for any reason, (limited to 90 days from purchase) simply return it to your local dealer for an exchange or purchase of another Specialized product.
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TUBES
Tube Thickness 0.8 mm
Super-light tubes can be plagued with reliability issues, so Specialized engineers have customized the bonding of the valve stem to the inside of the tube to attain the dependability levels demanded by performance cyclists. Not only will the tube not rupture around the base, but it is also now easier to get the pump head on and off while inflating yourTube tire0.8Thickness mm Smooth upper valve Smooth upper valve Enhanced 4.8mm oval valve base Enhanced 4.8mm oval valve base Smooth upper valve Tube Thickness 0.6 mm Tube Thickness Enhanced 4.8mm 0.6 mm base oval valve
Turbo The Turbo Ultralight road tube, with patented valve and valve Tube Thickness base, is proven in rolling resistance testing to reduce drag by as 0.6 mm much as 13% per wheel.
Tube Thickness: 0.8 mm + Airlock Tube Thickness: 0.8 mm + Airlock
Airlock Tube Thickness: Rim Interface The best performing, self-sealing tubes available. Available in 1.2mm many popular sizes. Tread Interface Tube Thickness: 4.0mm Rim Interface 1.2mm
Tread Interface 4.0mm Tube Thickness 0.8 mm Tube Thickness 0.8 mm
Tube Thickness 0.8 mm
Standard Our standard tubes use a molded method of construction, Tube Thickness: ensuring a consistent thickness of butyl rubber. 0.8 mm Tube Thickness: + 0.8Airlock mm + Airlock
Tube Thickness: Rim Interface 1.2mm
Tube Thickness: + Rim Airlock Interface 1.2mm Tread Interface 4.0mm + Airlock
Desert Protection If you reallyTread hateInterface getting flats, lower your chances as much 4.0mm as possible with this super-tough tube, injected with our tried and true Airlock self-healing sealant and thorn resistant wall dimensions.
Tube Thickness: 0.8 mm + Thickness: Tube Airlock Rim Interface Tube Thickness: 1.2mm Rim Interface 1.2mm Tread Interface 4.0mm Tread Interface Tube Thickness: 4.0mm Rim Interface 1.2mm
Thorn Resistant Tube Thickness: Interface Using one ofTread our tubes—thick where you need it 4.0mm Rimthorn-resistant Interface Tube Thickness: 1.2mm (under the tread) and thin where you don’t (against the rim)—will Rim Interface 1.2mm save weight and keep you off the side of the road. + Airlock + Tube Thickness: Airlock Tread Interface Rim Interface 4.0mm 1.2mm Tread Interface 4.0mm + Airlock
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SPECIALIZED 2011 © 2011, Specialized Bicycle Components
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