FAQ

Whatever pressure you choose, it always depends on countless factors, so, according to ourprofound experience based on various tests in our laboratory using a specific test bench, field tests and collaboration with a large number of professional riders internationally, it is not possible to create a precise pressure table.

Brand, tyre type, rim shape and size, rider’s weight, riding style, type of bike, and even the important type of insert are all part of multiple factors that affect the correct choice of pressure.

Furthermore, the external shape, internal structure and choice of material make the real difference between one brand of insert and another.

By choosing the right pressure and sitting on the saddle, the tyre must be squeezed (compressed) by a certain value, about the same as finding the SAG of a suspension.

At this point, the tyre insert inside the wheel must not be pressed down, because if it were, it would create rolling resistance even when riding normally on a flat surface. During normal driving the tyre must not be crushed, this should only happen when the tyre is crushed beyond a certain value. Therefore, a properly constructed insert only comes into operation when it is needed. This relates to vertical loads, whereas the best lateral stability of the tyre and steering precision is provided by the insert in a constant and constant manner.

Returning to air pressure, our advice to date is to start (after installation of our insert) with the same pressure used without the insert and carry out a few tests and then work your way down in stages.

Of course, the pressure used before the insert must also be chosen carefully.

Based on the information we have obtained from many customers, our own tests and the pressures used by our riders, we can say that in broad terms with our inserts the pressure drop is approximately less than 0.2 bar compared to use without our insert. Exceeding with very low pressures is not recommended because it leads to various disadvantages, among them first of all a significant increase in rolling resistance, i.e. a noticeable loss of speed, much more tiring pedalling and not to forget all Ebike users who will find their battery life reduced by up to 20%. This has also been proven through our scientific tests both in the field and in our laboratory.

The use of a tubeless tyre / tubeless rady always involves the use of a sealing liquid. This must also be maintained when using our PTN product.

Absolutely not, our Noodle should be put in addition to the tubeless tyre. PTN is a specific foam in tubular form that covers part of the pneumatic chamber and offers the characteristics mentioned on our website.

Durability depends on various factors, for example PTNs used in XC competitions have a longer life than those used in enduro or downhill competitions. If the user causes frequent snake bites, i.e. extreme pinching, then the PTN has certainly protected the rim and prevented it from breaking. But of course in this case the wall of the PTN may present a cut/hole. Usually this only happens on the rear wheel due to the higher load. The number of pinch marks caused and absorbed by the PTN (with or without wall perforations) depends on the type of use, tyre pressure, tyre type and rim design, i.e. whether the rim has a sharp edge or not. However, a PTN that has a large number of perforated areas must be replaced, as the perforated areas no longer provide adequate absorption in the event of pinching at the same point. On the other hand, the protection against stalling remains in place even when a PTN is perforated in several places. During our competitions we have sometimes replaced excessively damaged PTNs with new ones, or when the damage on the rear was not too great we swapped the front for the rear. The actual strength of a PTN has proven itself during all national and international competitions and through multiple laboratory tests using a special test rig. We kindly invite you to visit our YouTube page where we highlight the resistance/functioning of PTNs, which to date are the best compromise between ultra light weight and resistance. If you wish, it is possible to increase the resistance by choosing more substantial materials, but with the disadvantage of a net increase in weight, which is not in the interest of our professional and amateur racers.

Since this is a component developed and manufactured for use in various competitions, the warranty applied is pretty much the same as on all car and motorbike products intended for competition.

The sealant is likely to dry out after a while, so the tyre remains somewhat sticky on the rim channel. There have also been cases of corrosion of the fluid and damage to the rim. Great care must be taken before choosing a sealant because only a few manufacturers offer sealants without ammonia or other chemicals that are harmful to parts and health. When a liquid contains ammonia or other harmful substances over time, there is also a risk of damaging the PTN, especially the joint part, causing the parts to detach. The tyre should be removed as usual with or without PTN or other systems. Drain all air and push strongly on the sidewall of the tyre near the rim. Push hard at one point, and when the tyre passes the sealing rim flange on the inside of the rim, continue along the entire circumference of the rim so that the entire sidewall of the tyre moves towards the centre of the rim channel. The tyre is now loose from the rim and a tyre changer can be inserted near the inflation valve. When the lever is pulled, the sidewall of the tyre is under tension and at this stage it is important to act on the opposite side of the lever, pushing the tyre towards the inside of the rim seat, in this way the tension decreases making it possible to raise a first part of the tyre sidewall outside the rim. At this stage it is possible to continue with a single lever, i.e. to repeat the operation step by step, or when the combination of rim and tyre is unfavourable for fitting and refitting, it is better to act with two levers at the same time.Not all rims and tyres are the same, there are combinations where fitting and refitting is easy and those that are more difficult. The most problematic are tubeless rims with a flat inner canal and therefore no central depression. Those with a central depression allow the tyre to fit at a lower point in the channel and thus leave more room for manoeuvre on the opposite side. Since the PTN is very light and made of rather soft foam material, it is not able to create a thrust force towards the tyre sidewalls to such an extent as to hinder removal, so pressing on the tyre with your fingers to remove it towards the inside automatically compresses the PTN. As a final note, it is also advisable to pay attention to the ambient temperature because all rubber materials, plastics, foam etc. feel the temperature, i.e. in winter they become lazier, even tyres, so any assembly/disassembly operation becomes a little more laborious. If the wheel is in a cold place, it is best to take it to a warm environment of at least 20° and leave it there for a few hours and then carry out the operation.

Given the variety of wheels, rim widths and approximate interpretations of tyre sizes by some manufacturers, it is almost impossible to create a table indicating the precise PTN model to be fitted on a given rim or tyre. Therefore, in order to give users the best possible support, we provide the table of rim/tyre measurements, so that you can choose the PTN that best suits your needs. measurement details.

The pack contains: 1 pair of PTNs, 2 specific tubeless valves and various stickers.

All the products we have tested to date weigh more than our Tire Noodle. The PTN model for cross country 29″ weighs approx. 48 g, the M model 27.5″ for down hill enduro use weighs approx. 80 g.

The tubeless valves supplied with the pair of Noodles have been provided with a channel that guarantees the passage of fluid / latex and air between the Noodle and the inside of the tubeless valve. The channel has a width of approx. 3 mm and a depth of approx. 3.5 mm, so the opening is at least that of the valve hole and its needle. There have never been any blockages even after our long period of testing with riders, but as with all tubeless systems it cannot be ruled out that the liquid deposited inside the valve may become blocked. In this case, it is sufficient to clean the parts involved.

Since this is a component developed for competitive use, it must be fitted by a person experienced in the field. Please note again that this is a component intended for tubeless wheels/tyres only. Tubeless wheel valves must be replaced with those supplied with the Noodle. The head of the tubeless valve, i.e. the rectangular-shaped rubberized part, has a cut intended for the passage of latex. This cut should be positioned in the rotational direction of the rim, i.e. the long part of the sidewalls facing the sides of the rim. For the rest, the tyre is placed on the rim, then the Noodle is inserted by placing the PTN sticker in the area of the rim joint, i.e. on the opposite side of the tubeless valve. The Noodle is then inserted step by step as one would fit an inner tube slightly preloaded with air. Obviously, the Noodle must be positioned evenly without creating any deformation or misalignment of the expander. The outer profile, i.e. the red film structured like a net, also has longitudinal grooves, which can help as a reference to see whether the Noodle is evenly extended. The sealing fluid can be inserted during the last stage of tyre fitting or through the valve when the tyre is fully seated.

During our long period of national and international tests and competitions, we have had the opportunity to use different types of latex, and none of them have caused PTN any damage. The variety of sealants on the market is such that it is not possible to test them one by one, but since latex itself is not harmful to the Noodle or its outer film, we do not fear any problems of this kind, but it is still possible that there are products containing chemical agents not known to us that could cause damage. From the point of view of current regulations, any sealing liquid put on the market must not contain too much ammonia or other harmful substances. So if it should happen that a sealant causes damage to the PTN or the tyre or rim tape, then it is likely to be a product with non-standard compounds.

PTN is a closed-cell foam and there is a film on the surface that does not absorb latex. So it is likely that some latex will be deposited on the surface of the PTN forming a very thin additional film, but this does not require an addition of liquid to the normally recommended amount, but as on all tubeless systems where sealing fluid is used, periodic checks must be carried out.

The material of the PTN is a closed cell foam, so the air pressure inside the tyre tends to compress the cells of the foam, partially reducing the volume of the PTN. A certain reduction in PTN volume is calculated and is even positive for the functioning of the system. So it is good to know that the compression at which the volume is reduced to such an extent that free movement is felt inside the PTN of the wheel only occurs at high air pressures, for example, when the tyre is fully seated on the rim seat. Once the excessive air pressure has been released to the correct operating pressures, the foam material of the PTN re-extends, making it solid in the intended position. As mentioned on other occasions we have not issued a table of pressures because there are too many factors involved, but considering the pressures chosen by our athletes, for example multiple World DH champion Veronica Widmann at the World DH Championships in Val di Sole raced with 1.15 BAR on the front and 1.35 BAR on the rear. In contrast, some of our male racers usually run with approx. 1.3 BAR and 1.5 BAR on the rear. Broadly speaking, it can be said that in both Enduro and DH the maximum pressures did not exceed approx. 1.6 BAR. By following the above procedure / pressures the PTNs do not move inside the tyre, however if this happens despite the pressure not exceeding 1.6 / 1.8 BAR then it may be that the PTN has been combined with a rim with a slightly too wide channel so you should take note of the size chart displayed on our website and on the outside of the product packaging before choosing the PTN size. When you find yourself in a situation where the sizes overlap, it is usually better to choose the larger size.