Road UST: EASY. SAFE. FAST.

1. WHAT IS IT?

  • Road tubeless wheel-tire system redesigned from the ground up to improve the user experience and guarantee safety – all while maintaining the benefits of the technology.
  • The ONLY reliable road tubeless systems that is easy to use and 100% safe.
  • The only standard that can inspire confidence for the consumer that they will have ZERO issues with their tubeless system.

2. WHO IS IT FOR?

Any cyclist who is looking for the most advanced and high-performance wheel and tire technology for speed, puncture resistance and comfort.

3. WHY DID WE MAKE IT?

Why should the game-changing benefits of road tubeless be reserved for those who have a penchant for tinkering? Having faster rolling wheels that are more comfortable and resistant to punctures should be something easy, safe and hassle-free.
Through our years of expertise and invention of the wheel-tire system, we are proud to present a system that ticks all of the boxes while defining the standard for road tubeless.
By combining our knowledge of wheels and tires we were able to perfect the symbiotic relationship between the tire bead and the rim hook to offer a system that is not only fast on the road and easy to maintain … but also 100 % reliable so you can focus on one thing – your ride.

4. BENEFITS

SAFE AND EASY TO USE
• Perfect union between tire and wheel, ensuring easy installation and removal, is guaranteed thanks to our patented UST technology and wheel-tire system foundation.
• Obsessive control in manufacturing provides the optimal rim diameter along with a precise tire bead diameter and stiffness / stretch. This ensures a lifetime of hassle-free installation / maintenance when using UST approved products.

FAST IN A LINE AND QUICK THROUGH THE TURNS
• All-new and exclusive 11Storm rubber compound achieves the best balance of grip and low rolling resistance.
• No tube means no friction with the tire resulting in a faster rolling system.
• UST system (including sealant) is 40g lighter than a traditional tire + tube system.

SMOOTHER RIDE AND MORE PUNCTURE RESISTANT
• Ride with lower pressure for increased comfort and reduced risk of pinch flats associated with traditional tire + tube systems.
• Just 30g of sealant prevents most punctures.

5. UST. WHAT DOES IT STAND FOR?

Universal:
The only tubeless system that is universally accepted and recognized by every tyre and rim manufacturers.
The only tubeless system that is included in the standards that rule the bicycle wheel and tyre world! ISO 4210 / 5775 (in progress) and ETRTO 2018.
Rider’s benefit : the only tubeless system that has been tested and approved for safety and ease of use.

System:
Not just a rim, a wheel or a tyre considered alone.
But the perfect match between well-defined tyre beads (stiffness and diameter) and a well define rim contour (bead seat diameter, rim wall height, hook shape and depth, depth and side slope of the central grove).
Rider’s benefit : the guarantee for a safe and easy to use tubeless system.

Tubeless :
An open clincher tyre system that works without the need for a tube.
Requires an airtight rim and an airtight tyre. When the use of sealant is needed to seal the tyre, it is referred to as Tubeless Ready.
Rider’s benefit : potentially less flats, higher rolling efficiency, extra comfort, extra grip, less weight… if well executed.

6. WHAT ARE ETRTO AND ISO ALL ABOUT?

6.1. Definition:

ETRTO stands for European Tyre a Rim Technical Organization. It has been founded by European wheel and tyre manufacturers in 1964.
ETRTO defines how the interface between rim and tyre should be designed, to ensure safety and ease of use. It also defines the allowed combination between rim and tyre dimensions.
ETRTO publishes the specification that rules for bicycle wheels and tyres as it is recognized and enforced by the international norm ISO 4210 / 5775.

6.2. ETRTO rim design:

ETRTO has defined the bicycle rim contour:

At low pressure (<4bar / 60PSI), the tyre beads remains seated against the bead seat. But with higher tyre pressure, the air lifts up the beads and this is where the hooks become mandatory for safety.
At Mavic, our MTB wheels have turned hookless, but our road wheels are keeping the hook.

6.3. ETRTO Tyre design:

There is no specification for the tyre dimensions in ETRTO, there are only rules for rim contour designs and diameters. Tyres manufacturers have to ensure their tyres work in safety and ease of use with ETRTO rims designs definition in accordance to appropriate pressure mentioned on the tyres and on the rims.

However, ETRTO defines the SAFE combination for tyre width and rim width. Here is the 2017 version of this combination table:

Key for reading:
– Tyre manufacturer must ensure that their 25mm tyre can be safely mounted on rims from 13mm to 17mm.
– On a 21mm rim, tyres from 35 to 64mm can be used.

Those combinations are restrictive, and are valid in respect of the range of pressure recommended on the tyre and on the rim, in order to prevent any blow and consequently inform about safe conditions of use. It is a triple condition: tyre size (width and diameter), rim size (width and diameter) and recommended pressure.

6.4. ETRTO and ISO Renewal:

In 2017, a major renewal of ETRTO and ISO 5775 have been initiated with the goals of creating 1 single common set of data that would rule worldwide. MAVIC is a key player in this huge work, being the leader of both ISO and ETRTO working groups. Those 2 working groups include the major brands of rim and tyre (Continental, Schwalbe, Hutchinson, Michelin, Kenda, Maxxis, Shimano, Campagnolo / Fulcrum, DT Swiss, Corima…).
The renewal is about adding missing dimensions, rim/tyre combination in conjunction with tyre pressure, and technologies, like Road tubeless.
MAVIC’s new proposal for Road Tubeless system is being approved by both ISO and ETRTO working groups.
This new standard is driven by two benefits: safety and ease of use. If rim and tyre manufacturing comply with the ETRTO guidelines, they guarantee their products for ease of use and safety.

7. WHAT IS THE ISSUE WITH CURRENT ROAD TUBELESS?

Until now, most tubeless products have been designed as either a wheel or a tyre. None have been thought from the ground up as a unique system, where both elements are designed to seamlessly work with each other. There are tyre brand in one hand, and wheel brand in the other.
This, for MTB (lower pressure, higher volume) or tubetype (the inner tube always retains the tyre onto the rim) is working OK, as long as the current ETRTO/ISO rules are applied.
However, when it comes to Road Tubeless, compared to MTB, we’re facing much higher pressure on a much tighter volume. Which makes the interface much trickier to get right. Rim and tyre have to respect very precise dimensions and their variation to nominal must be super small, and most importantly, carefully controlled in every single product reaching the riders hands.
Since till now, there was no defined standard data for wheel and tyre designs, Road Tubeless could end up being unsafe. So, manufacturers maximize the safety of the rider by developing products with:
– tyres more rigid and smaller.
– wheels bigger.
The result: a safe system but with a poor user experience, where the tyre is super hard to install and even harder to remove. It was often said that when riding road tubeless, “no need to carry a spare tube, but don’t forget your phone as you’ll need to call a taxi if you get a flat”.

Analyzing available tubeless tyres and wheels, here is what we were able to measure.

7.1. Current Road Tubeless rim design:

Rim bead seat diameter measurement:

Those measurements were done on a couple of samples for each competitor’s wheel and clearly show that, in the absence of a defined standard, dimensions and tolerances can be anywhere. But, for the sake of safety, wheel manufacturers intentionally choose to be on the high side of the diameter, which makes the installation and removal of the tyre more difficult.

7.2. Current Road Tubeless tyre design:

We then performed measurement on available tubeless tyres and found the following results for their bead diameter:

A regular tubetype tyre has a nominal diameter of 620,3mm +/-0.5, where most tubeless tyres are 1 to 2mm smaller, which makes them harder to install.

When combining rim with a bigger diameter with tyre with a smaller diameter, it easy to understand why current road tubeless can be such a hassle to use.

8. WHAT MAKES THE ROAD UST SYSTEM EASIER TO USE THAN COMPETING ROAD TUBELESS TECHNOLOGY?

By engineering tyre and rim together and selling both together, already assembled, we had the opportunity to define the matching dimensions for each of those 2 elements of the system.
So, we worked on what would make more sense, what is industrially achievable and we proposed it to the norm organizations (ISO and ETRTO).

8.1. The Road UST Rim:

The Road Tubeless inner rim contour and its tolerances are defined as follow:

Where:
D1, referred to as the “bead seat diameter”, is the key dimension for ease of mount and safety: too small and the tyre might blow off, too big and the tyre will be hard to install and remove
The bead seat diameter is the same for Tubetype and Tubeless wheels, so the compatibility between tubeless wheels and tubetype tyre is guaranteed.
H and R1, referred to as “central grove”, is key for primary inflation and ease of mounting : to deep and steep and the tyre beads won’t pop up, too flat and the tyre will be hard to mount and inflate
B and G, referred to as respectively the “humps” and the sidewalls height, is key for safety, bead lock and ability to ride low pressure or on a flat tyre

So, when placed on the graph shown in section 7.1 above, here is where the Road UST wheel fits:

Now that the Road Tubeless bead seat diameter and its tolerances are clearly defined and shared, it will be much easier for tyre manufacturers to “cook” their tyres at the right dimensions.

8.2. The Road UST Tyre:

Since the bead seat diameter of the tubeless wheel is now clearly defined, we were able to design the tyre with the matching tyre bead diameter and stiffness.
Our testing showed that the balance for bead diameter and stiffness is very delicate, so the variation must be specially controlled and kept to the minimum.

9. HOW VARIATIONS IN RIM DESIGN AFFECTS EASE OF USE?

On the 3 chart below, we’re showing the results of mounting 2 different tyres on 3 wheels:
– the 1st one is at the wheel minimum diameter as defined by the norm.
– the 2nd one is at the wheel nominal diameter
– the 3rd one at the wheel maximum diameter

Mounting is done by an experienced technician. We can expect those results to be different in case of an unexperienced rider.

So, we clearly see that 1mm of difference in the diameter has a big influence on the ease of use.
Amongst all the existing road tubeless wheels that we’ve measured over the years, most of them were much more than 1mm away from the nominal diameter. Hence it’s no surprise, most set up where hard to achieve.

10. HOW VARIATIONS OF TYRE BEAD AFFECTS SAFETY?

10.1. The Test:

We developed a special bench, called “master wheel” representing a wheel at its minimum authorized diameter, reduced again by 0.3mm to take into account the impact of air pressure on wheel diameter.

The goal is then to install a tyre and inflate it, by increment of 0,5bar / 7PSI, till it blows out.

Prior to the test, the tyre beads diameter and stiffness are carefully measured.
Thus, we’re able to see the impact of different tyre bead design on safety.
We performed those tests on existing tubeless tyre and on several of our prototypes.

10.2. Tyre bead diameter variation:

The tubeless tyre from Competitor 1 has a small diameter and blows off 3.5bar/50PSI above the safety limit that we’ve set up to ourselves. But even on the smaller diameter wheel used for the test, it is hard to mount (as shown in section 9).
About half a millimeter bigger, the Mavic tyre blows off at 1.5 bar/23PSI above the safety limit. And as shown in section 9, is easy to fit on the wheel.
We made 2 other prototypes, by 0,4mm increments, and could measure that each time, the tyre blow off pressure goes down by about 2 bar / 30PSI.
We’ve defined and are controlling our tyres to ensure a bead diameter variation of 0.2mm.

10.3. Tyre bead stiffness variation:

Our goal was to achieve a bead stiffness that would ensure enough stretch for ease of installing and removing, but to keep the bead able to resist to the minimum tyre pressure for safety.
Just 10 daN/mm less has an impact of about 3 bar/45PSI on the blow off pressure.
We’ve defined and we’re controlling 100% of our tyre, with a bead stiffness variation of 4 daN/mm.

11. IMPACT OF ROAD TUBELESS ON SPOKE TENSION

Turning a wheel from tubetype to tubeless also has some impact that we could only discover because we’re engineering Wheel-Tyre System.
Most serious wheel builder knows that tyre pressure has an impact on spoke tension. Initial spoke tension is determined so that, with an inflated tyre, the wheel is stiff enough and won’t flex under high loads.
But when developing our Road UST Wheel-Tyre System, we discovered that a tubeless set up as a much higher impact on spoke tension than a tubetype set up.

Inflating a tubetype tyre at 7 bar generally reduces spoke tension by ~20%.
Inflating a tubeless tyre at 7 bar generally reduces spoke tension by ~35%, which then becomes too low.
To mitigate this, we increased the nominal spoke tension of our tubeless wheels by ~15%.

12. PERFORMANCE BENEFITS

12.1. Tubeless vs rolling resistance:

Basic rule of thumb:
–  At equal pressure, removing the tube saves 15% of rolling resistance (all other parameters remaining equal).
–  With 1 bar/15 PSI removed, the tubeless tyre still rolls 5% faster than the tubetype.

12.2. About tyre pressure:

As shown on the graph above, a tubeless tyre will deliver its best performance when inflated about 1 bar / 15 PSI lower than its tubetype equivalent, whatever the tyre section.
Not only it will improve comfort, but you’ll benefit from a much better traction, especially on broken or rough tarmac, which will improve again your rolling efficiency and ride quality.

12.3. Rolling resistance vs grip:

When getting into making our own tyres, we immediately developed our own test benches to measure:
– Rolling efficiency; we created a state of the art bench. The data we measure on this bench are no different from world renowned neutral lab, like Wheel Energy in Finland.
– Grip: there are no existing bench to measure grip or universally approved procedure to define it. So, we committed to develop our own procedures. We defined a short section of left and right tight curve on a racing track and by using always the same protocol and trajectory, we measure the speed at which we can clear that section. Very early, we found out that it was impossible to make any difference between tyres on dry conditions. The achieved speed is very much linked to rider’s skills, center of gravity and road surface conditions. However, on wet roads, it becomes obvious that some tyres are way faster than others.

Then, unless you’re only riding on dry conditions, you want to achieve the best balance of rolling efficiency and grip.

Here is a selection of the hundreds measures we’ve performed so far:

12.4. Weight:

At Mavic, Road UST wheel are the same weight as their tubetype equivalent.
Our Road UST tyre is heavier than our high-end tubetype tyre, but since we save the tube weight, the whole system gets lighter, even when taking into account sealant and valves.

At 40g less, you get extra puncture protection thanks to the sealant, and the possibility to ride in safer conditions on a flat tyre.
And this weight saving is made where it matters most : at the outer edge of the wheel, for lower inertia, which in turns provide a snappier ride, faster acceleration and more precise handling.

One may argue that 100g for a tube is heavy. Yes, there are lighter tubes. But with wide rims (>19c) and tyres (>25mm), those light tubes are often smaller. When inflated, they are overstretched and becomes very sensitive to puncture. Hence, the calculation were above were performed with the lightest possible tube suitable for this rim and tyre dimension.

13. COMPATIBILITY

Can I use the Mavic Road UST tyre on other wheels?
And can I use the Mavic Road UST wheels with other tyres?

14. THE RANGE

Confident on the benefits we’re bringing to most cyclists, we’re deploying the Road UST Technology on 12 wheel-tyre system models and 2 rims.

Mavic is offering you the opportunity to test the Road UST wheels with the Riding Is Believing program.

Book your test with one of the participating stores by clicking here right now!