CBR introduces a new category of runflat insert
Combined Beadlock and Runflat support on the single piece wheel
- with all-tyres down performance
Traditionally there have been two classes of runflat insert
• for single piece wheels (no beadlock)
• for two-piece or specialist wheels (with beadlock)
Inserts for single piece wheels, based on early designs, provide basic flat tyre support and do not include beadlock. Solutions to enable fitting a beadlock on the single piece drop-centre wheel have been found commercially unfeasible.
It is recognised that beadlock is essential for best performance, the use of CTIS and more, but two-piece wheels have been an unavoidable necessity to enable fitting.
However, two-piece wheels with runflat/beadlock are significantly heavier, often the increase in unsprung weight being unacceptable, while more complicated fitting increases both capital and servicing costs.
CBR introduces a new class or category of runflat insert, entirely different to traditional systems, bringing beadlock plus an advanced support concept to the single piece wheel, in a simple to fit lightweight package.
New CBR technology also introduces a host of further improvements.
Inflated tyre / Deflated tyre
Heavy block of material
Narrow tyre support
Often offset from the centre
Light cantilever design
Wide central tyre support
Transfers loads to wheel centre – weakest point – not designed to support load here.
Directs runflat loads into wheel’s seat area – which is designed to carry load.
*This feature can reduce the need for heavy duty wheels, as wheels are not as stressed as with traditional runflats. This design is endorsed by vehicle OEMs & wheel manufacturers.
When tightened on to the wheel CBR Extreme flexes, introducing a lateral beadlock force. When running flat, vehicle weight loads runflat, increasing the lateral beadlock force.
No beadlock – Allows tyre’s beads to move on the wheel. Grip is lost, decreasing traction and braking capability. Steering control is diminished and the tyre can ‘flail’, overheat and rapidly fail.
Beadlock force keeps tyre in place maintaining traction and braking capabilities. Steering and cornering control can be maintained. Tyre cannot move from side to side and cannot flail, so runs cooler and for longer runflat distances.
Solid, limited shock absorption. Can stress wheel in centre, causing cracking and failure. Hard on suspension and reduces performance and runflat speed capability.
Absorbs some shocks when running flat. Aids control in high speed runflat. Less stress and longer runflat capability. Combined with wider tyre support, runs cooler. Endorsed by vehicle manufacturers
Traditional runflats require grease loose within the tyre cavity, making for messy tyre changes and the necessity for it to be to replace when repairing or changing tyres.
CBR Extreme incorporates an anti-friction component with semi-sealed lubrication. Make tyre repairs and changing a clean operation.
New auto-lube concept. Only deploys lubricant in a runflat operation. Keeps runflat and tyre cavity lubricant free for clean repairs and tyre changes, also a Health and Safety benefit.
In addition to its inbuilt flexibility and active beadlock capabilities, all CBR Extreme and CBR Escape models are width adjustable in order to provide the optimum lateral beadlock force, regardless of tyre make or model.
Removes the possibility that replacement lubricant is not applied after
CBR removes the need for rubberised components
To cater for varying tyre bead thickness rubber is sometimes used in beadlock systems in an attempt to provide some beadlock force on the many bead variations. This is a compromise, with less, or no beadlock on thin beads and excessive force required to fit on fat beads. CBR’s designers set out to resolve this.
CBR’s flexible cantilever design was developed to provide strong lateral beadlock force when tightened on to the wheel, with sufficient flexibility to maintain beadlock on both thin and thick tyre beads.
Patented ‘active beadlock’ increases this lateral force as vehicle weight is carried by the insert when running flat.
To ensure optimum beadlock force where extreme width differences are encountered CBR includes width adjustability. CBR’s design is entirely acceptable by major tyre manufacturers.
RUNFLAT CBR IS ISO 9001:2015 CERTIFIED IN THE LLOYD’S REGISTER
Virtual fitting studio
We offer one-to-one personalised fitting tutorials through our bespoke fitting studio. Connection can be via Microsoft Teams or Zoom.
Actual fitting and/or demounting can be carried out live, with live questions and answers.
A CBR toolkit either needs to be available at your workshop or tyre fitting facilities or can be carried with each vehicle.
The kit only weighs 0.66 kg in a 300mm x 80mm x 39mm zipped toolbag.
- 8mm ball ended straight Allen Key
- Valve fishing tool (as often used with tubed assemblies)
- 8mm socket to turn the Allen Key
- Torque wrench set to 14nM (10.3 ft/lbs)
Live real time assistance
Should difficulties be experienced when fitting or demounting CBR our live fitting studio can be accessed via Microsoft Teams or Zoom and any issue livestreamed to us so that we can directly demonstrate resolutions.
In some circumstance we can send a technical member of our team to visit for one-to-one tuition or assistance.
The complete CBR toolkit includes:
- Long (approx. 280mm) straight ball ended 8mm Allen Key (essential).
- Valve Fishing Tool (essential).
- 8mm x 3/8” socket to connect 8mm Allen Key to 3/8” drive rachet or torque wrench.
- 13mm ratchet spanner (speeds tightening internal tension spring assembly).
- 6mm straight Allen Key (to remove runflat if moved after a heavy runflat incident).
- Crank Handle for faster manual tightening/removing if no cordless drill available.
- Adaptor, so the crank handle can be used on both 6mm and 8mm Allen Keys.
- Valve Hole Protection Tube (prevents valve hole wear with repeated use).
- Valve Retainer Tool- Eases holding tyre valve, although pliers or similar can be used.
- Fitting instructions.
- A 3/8” drive torque wrench set to 14nM is optional with this kit.
New designs are assessed through the latest state-of-the-art Finite Element Analysis (FEA) and Failure Mode and Effect Analysis (FMEA). FEA is used to assesses strength and weight carrying capacity but also shock resistance, cornering load, kerb strike effects and beadlock forces.
Initial static laboratory testing was exhaustively undertaken at Boeing’s Advanced Manufacturing Research Centre (AMRC), Sheffield and testing continues on CBR’s bespoke test rigs as new systems are developed.
Following static trials, new system prototypes are track tested. Results are matched to FEA in order to continually improve the parameters set for FEA software in order to ensure realistic accuracy of results during design.
Third part test centres, such as Millbrook / UTAC CERAM and IDIADA are used to trial new designs prior to release for manufacture. Performance claims are based on the reports prepared by these third parties.
FEA results are analysed and components fine-tuned and re-tested until the required parameters are met.
CBR systems are tested to meet impact targets to ensure sufficient shock absorption designed to help protect vehicle suspension and to resist damage during off-road runflat.
New designs are longevity tested by a UK OEM wheel manufacturer, with minimum test runs simulating 10,000 km or more at 90mph (144kph) followed by brake and acceleration simulations to certify durability, wheel balance and reliability.
Third party testing and performance endorsement is carried out at various automotive industry test centres including, IDIADA Spain and Millbrook Proving Ground (UTAC CERAM) in the UK. Performance claims made by the Company are verifiable and out by independent test houses.
Shot with 7.62 rounds