A bicycle tire consists of three basic elements: the carcass, the bead core and the rubber tread. Furthermore, almost all Schwalbe tires have a puncture protection belt.
The bead core of the tire determines its diameter and ensures a secure seat on the rim. Generally the bead core of a tire consists of a wire bundle. In folding tires, the wire is replaced with a hoop of aramid fibers.
The carcass is the “framework” of the tire. The textile material is rubber coated on both sides and cut at a 45 degree angle. With this angle placed in the rolling direction, the carcass provides the tire’s necessary stability. All Schwalbe carcasses are made of polyamide (nylon). Depending on the quality requirements of the tire, the carcass materials are woven in various densities.
The rubber compound of a tire consists of several components:
■ Natural and synthetic rubber
■ Fillers, e.g. carbon black, chalk, silica
■ Softeners, e.g. oils and lubricants
■ Anti-aging agents (aromatic amines)
■ Vulcanizing aids, e.g. sulphur
■ Vulcanization accelerators; e.g. zinc oxide
■ Pigments and dyes
Depending on the compound, the rubber content is around 40-60%. The filler amounts to 15-30% and the remaining components approx. 20-35%.
Almost all Schwalbe tires have a puncture protection belt, with the exception of special lightweight and sports tires, where this feature is purposely excluded. Even our standard tires are equipped with an effective puncture protection belt made of natural rubber and reinforced with Kevlar® fibers (K-Guard). In the case of the Marathon tires the 3 mm thick GreenGuard ensures the renowned high puncture protection. Furthermore, our top of the range tires have highly efficient puncture protection systems, which are specifically adapted to particular requirements, for example RaceGuard, V-Guard or SmartGuard.
The tire is manufactured from the prepared materials in a unique process. This is highly labor intensive and of course facilitated by using the latest modern machinery.
The carcass is applied to the building drum, cut and then spliced. As a next step, the wire or aramid bundles are inserted and the carcass is folded from both sides. The 45 degree-angle carcass material is now layered and forms a tire with a diagonal structure.
In this phase, the respective puncture protection layer is inserted. Finally, the tread is applied exactly in the center of the tire.
But the green tire is still in a pliable form without a tread. Only during the vulcanization process in the mold, does the tire get its tread and its elastic properties.
The green tire is pressed into a tire mold by a special heating tube and – like in a waffle iron - vulcanized at approx. 170 degrees for five to six minutes.
Only after vulcanization can it be called rubber. Now the tire has its elastic properties and its tread.
After the production process every tire undergoes a strict quality control. Every tire is meticulously inspected once again. Continuous checking of random samples ensures correct weight and run-out.
All Schwalbe tires are manufactured in Indonesia. Our state-of-the-art Schwalbe plant has more than 3000 employees who produce far more than one million bicycle tires per month.
The plant has existed for more than 20 years now. It is a joint venture between the German company Ralf Bohle GmbH and the Korean family company Hung-A.
All Schwalbe tires and all Schwalbe tubes are manufactured in the Schwalbe-owned plant. This exclusivity applies unreservedly. Schwalbe does not buy from other production facilities and no tires are produced for other brands.
This is due to the history of the company. Schwalbe tires have never been manufactured in Germany. In former days, the Bohle company was a very small trading house dealing with all kinds of bicycle components. The Schwalbe story starts in 1973, when Ralf Bohle imported bicycle tires from Korea to Germany for the first time. This was such an interesting business for him that he concentrated on that from this moment on. Back then as well as today the business is operated in close partnership with the Korean partner company Hung-A.
Of course, the location also has to do with labor costs. The production of bicycle tires is mainly manual work. For this reason the production was shifted from Korea to Indonesia in the 90’s.
There are resources of natural rubber, the most important raw material for the production of tires, in Southeast Asia which would have to be imported for the production of tires in Europe.
For a country like Indonesia production facilities like the Schwalbe plant provide considerable opportunities for development. By building up own industries and processing regionally available raw materials, Indonesia was able to increase the overall standard of living significantly over the last years.
Of course, the working conditions in Indonesia are not comparable to those, for example, in highly industrialized Germany. We believe, however, that our employees have a good job.
They work in three shifts. One shift lasts eight hours; in Indonesia the working week is usually six days. The wage level is far above the national average.
We are highly dedicated in retaining our employees in Indonesia by maintaining a good working environment. One example for that are the experience and the personal skills of the workers at the finishing machines, which have a major impact on
the quality of the finished tires. And the reliable, consistently state-of-the-art quality is one of the essential properties of tires from Schwalbe.
The density of the carcass fabric is expressed in EPI or TPI (Ends Per Inch, Threads Per Inch). The range of carcasses used, for example, for bicycle tires are 20, 24, 37, 50, 67 and 127 EPI.
In principle, the more close-meshed a carcass is woven, the higher the quality of the tire. A dense carcass is important for low rolling resistance and good riding properties. At the same time, puncture protection increases, because carcasses with a high strand density are difficult to puncture.
However, this does not apply to the extremely fine 127 EPI carcasses, as each strand is sheer and quite vulnerable. The best compromise for low weight and resistance is around 67 EPI.
In most of our top tires we use a 67 EPI carcass. Weight and rolling resistance can be reduced even further by using a 127 EPI carcass. But at the same time, these tires are more vulnerable to damage. Therefore, we intentionally use the 127 EPI carcasses only for light competition tires, where weight is an important factor.
Most bicycle tires worldwide are certainly manufactured with coarse 20 or 24 EPI materials. This material has no longer been used at all by Schwalbe for a couple of years now. Even very low-priced Schwalbe tires already have a state-of-the-art 50 EPI carcass.
But be cautious when comparing EPI indications, as often the number of strands of all carcass layers are added together. An indication of 200 TPI results e.g. from 3 layers of 67 EPI each underneath the tread. With all EPI numbers above 150, it should be assumed that the figures have been calculated by adding up the strands in all layers. Schwalbe only indicates the material density in one carcass layer. Commonly, there are 3 carcass layers underneath the tread.
A rubber compound should have various properties that are to some extent contradictory: Low rolling resistance, good adhesion, low abrasion, long durability, solid lugs (MTB), etc.
The conflicting targets of low rolling resistance and good wet adhesion always attract particular attention. Good adhesion implies that the tire must “absorb” a lot of energy while low rolling resistance requires a rubber compound with low energy “consumption”. A good compromise is achieved with SILICA filler for example.
We prepare universal compounds which comprise all relevant properties as far as possible, as well as special compounds with extreme characteristics. The universal compounds are used, for example, for the ENDURANCE rubber compound in the case of the Marathon tire or the SPEEDGRIP compound in the case of the sport tires. A very effective possibility to optimize all relevant properties in one tire is the Triple Compound Technology. Special rubber compounds are used in various areas of the tread – substructure, bead seat, center – which exploit their respective strengths.
Reflective lines are clearly visible when illuminated by a car headlight. The material is retroreflective, i.e. it reflects in the direction of the radiation source. The two tiresized circles of light make a cyclist easily seen and recognized.
German Motor Vehicle Safety Standards (StVZO section 67 (7) allow this as an adequate replacement for wheel reflectors. In the Netherlands the reflective lines are even compulsory. Other reflectors are only permitted when they form a similar
circle of light like the reflecting rings on the tire.
The European mark of conformity certifies conformity with all legal requirements for lighting equipment (ECE – Regulations 88). That means for the reflective lines, light refection is sufficiently strong and bright, even at an unfavorable angle.
Because of this considerable safety advantage, we began to use reflective lines years ago as standard for all high-quality touring and city tires.