The Emerging Technology Of High Performance Wheels
Consider these recent changes in automotive tire service:

High performance vehicles now use 17, 18, 19 and 20 inch wheels from the factory. OEM's are using taller rims and
lower profile tires to improve handling and road feel. Dealers sell "Plus One" through "Plus Three" fitments to average
consumers for their inexpensive vehicles. Performance rims range from $300.00 to as high as $1,500.00 each. Speed
rated tires range from $150.00 to $600.00 each. In this day and age, it's possible to service a vehicle with over
$9,000.00 worth of wheels!

Result: If improperly serviced, one set of damaged wheels can cost over a thousand dollars. Untrained employees,
improper procedures and the wrong equipment become the instant ticket to a service disaster. Damage to the inside of
the rim, from traditional tire changer "steel jaws" is noticeable and unacceptable to the consumer.

Higher horsepower and ABS brake systems are the trend. Improved acceleration and braking require the design of a tire
with a tighter bead to prevent slippage on the rim. Tighter beads help prevent recurring balance complaints.

The manufacturer places extreme importance on customer satisfaction. Luxury performance cars and sport utility vehicles
now may use specially designed rims to "lock the bead to the rim". These designs prevent tire-to-rim slippage caused by
hard acceleration, severe braking or low air pressure, eliminating vibration complaints. Bead locks also prevent instant
loss of air when a rim is bent at high speed, potentially saving lives.

Result: Bead lock type rims make it extremely tough to break the bead with a side mounted shovel. Damage to the inside
and outside of rim and tire during bead breaking is almost certain. Some shops resort to sawing the tire off the rim in
order to replace the tire!

On bead lock "AH2" design rims, beads should be broken by rolling the bead off the rim, preventing damage to the rim
and sidewalls of the tire. This is not possible with traditional shovel type systems that violently "break the bead".

Run-flat tires will be standard, on some 1997 models, eliminating the spare and effectively increasing trunk storage
space. Sidewalls are four to six times thicker than conventional sidewall tires.

Result: Bead breaking and lubricating the tire before removal is time consuming. Demounting and mounting are extremely
laborious. Seating the bead may take upwards of 60-80 psi! Use of an inflation cage is mandatory. Detailed professional
procedures for service and diagnosis are also mandatory.

Today's performance applications are incredibly tough to service without potentially inflicting severe damage to the tire,
rim and/or operator. Intensive re-training and a close review of tire changing equipment are forcing this segment of the
automotive industry to demand PROFESSIONALISM.

Drawbacks Of Conventional Center Post Tire Changers:

The center post tire changer was designed years ago for servicing of steel rims. It secures the rim by use of a center cone
through the pilot hole. With the advent of larger wheels, lighter materials and lower aspect ratio tires, greater stress is
placed at the center of the wheel during bead breaking. As a result, the wheel is susceptible to bending during the bead
breaking process.

Tools available with this type of equipment are inadequate when servicing the new tough wheel combinations. Multiple
operators must gang up and force the tire onto the rim with pry bars. Shop "remedies" are created to overcome the
ineffective performance of the equipment. These attempts are dangerous to wheel and operator and increase the risks of
liability.

Drawbacks Of Traditional Table Top "Steel Jaw" Tire Changers:

Traditional "steel jaw" clamp, table type tire changers were designed in Europe many years ago to service steel wheels
and easier alloy rim and tire combinations.

When steel jaw table-top designs are employed, many factors add up to create problems when servicing the new tough
tire and rim combinations.

A.In order to clamp the wheel internally, steel jaws must embed into the rim. Custom rims are visually damaged.
Anti-corrosion coatings are destroyed, voiding warranties. Jaw points eventually wear and do not grip effectively. The
solution may be to always clamp externally; however very few operators spend the time and extra effort. Inflating the tire
in this manner is dangerous. If properly removed and then reclamped internally, the process becomes cumbersome.
Slippage scoring at the rim flange area is common during mounting and demounting tough of wheel combinations.

B.Clamping tables with jaws usually are split between air-driven cylinders and "slave" linkage or rod-driven devices.
Over time they produce uneven clamping force and further increase scoring damage.

C.During busy shop periods, air pressure can drop below acceptable levels, further complicating the clamping problems
associated with air cylinders, worn linkage and flattened steel jaw points. There is a good chance the rim will not remain
secure and will score as it spins. Steel mounting heads, when adjusted too far from the rim, may slice into the rim if it
moves off center.

D.Clamping always takes place at the bottom of the rim. The design forces the operator to work at difficult positions
when handling wide, deep wheels. In addition, the table may serve as a launching pad if the wheel/tire combination fails
during pressurization.

E.Fixed-position steel mount/demount heads used on traditional European changers require the operator to increase the
gap from bead to wheel to avoid damaging the wheel. Normally, the operator is encouraged to move the steel head
farther away from the expensive rim. The lower the aspect ratio of a tire, the greater the risk of bead tearing damage.

The Technology Driven Solution:

The Hunter TC325 is the next generation of tire changers, responding to the latest advances in wheel technology. The
TC325 is an intelligent design with three major features acting in unison to deliver the ultimate in service. Forces of the
bead roller work in unison with the clamping system and articulating arm. The TC325 is the tire changer which all other
future designs will try to emulate.

TULIP DESIGN CLAMPING SYSTEM

An exclusive "tulip" clamping system with rubber protected pads allows the wheel to shift during service without damage
to the wheel. Wheels of 5" to 23" and up to 19" wide can be clamped. Centered by the hub on a spring loaded device,
even the widest rims can be serviced at the same work height as narrow rims.

ARTICULATING ARM WITH DuPONT ZYTEL MOUNT HEAD

The unique design of the three point articulating arm accommodates an extreme variety of wheel diameters and widths.
Because there is no swing arm obstruction or need for locking and positioning of the head away from the wheel,
productivity is increased. As a result, the tire bead undergoes significantly less mounting stress, and the rubber pad
clamping system performs regardless of whether the wheel is clamped straight or crooked. The arm follows the rim as it
rotates. If the tire is mounted or demounted improperly, the mount head will break, saving the tire and rim from damage.
Designed as a wearing component, the mount head is inexpensive and simple to replace.