Puncturing the $200 Tire

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The Wall Street Journal

Puncturing the $200 Tire
Drivers Fault Cost, Durability Of Tires That Don't Go Flat; Factoring in the Safety Issue
By JONATHAN WELSH
July 24, 2007; Page D1

Tires that keep rolling for miles after being punctured might seem like something every consumer would want. But many drivers who have purchased vehicles with these newfangled tires -- known as "run-flats" in the industry -- say that while they do run after losing air pressure, they come with a list of problems. Replacements are expensive and can be hard to find. Durability can be poor. For some drivers, these ills outweigh the convenience of not having to stop at the side of the road, jack the car and change to a spare tire.

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For consumers who have long viewed tires as a cheap, long-lasting commodity, the spread of run-flats has led to frustration and sticker shock at replacement time. The minivan driver who has become accustomed to spending $70 to $80 per tire can be surprised to find that each replacement run-flat on his new van costs $200. In addition, he may have to replace two tires at once to maintain proper tread-wear balance -- a lesser problem with many conventional tires.

Run-flats -- whose makers include Bridgestone Corp., Goodyear Tire & Rubber Co. and Pirelli & C. SpA -- are constructed differently from conventional tires and have a thicker, reinforced sidewall that is stiff enough to support a vehicle's weight after losing air pressure. They allow you to continue driving for roughly 50 to 100 miles after damage that would leave typical tires flat and unusable. Pressure-monitoring systems alert the driver when the tire loses air. Auto makers pitch run-flats as a safety feature because they let drivers avoid stopping on busy highways and other dangerous locations. They also say they like the design flexibility they get by eliminating the space-consuming spare tire. Even though run-flats are heavier, the lack of a spare tire can save vehicle weight overall, helping fuel-efficiency.

On the downside, the tires force people to find specific replacement models, often from a dealership selling their make and model of car. Critics say that even if there is a dealer within the tires' run-flat range, your particular tire may not be in stock. That may not matter if a motorist gets a flat on a late-night trip home from work or on the way to an important meeting -- the types of scenarios tire makers often cite. But the prospect is more daunting in the middle of a lengthy road trip, especially when tire shops and car dealers may be closed.

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Mike Filipek, an engineer with Bridgestone/Firestone, says that run-flats have roughly the same speed and distance limitations as the compact "doughnut" spares found in most vehicles. In a pinch, one can also replace a run-flat tire with a conventional one long enough to complete a trip. He also says the company began working on run-flat tires only after drivers repeatedly said in surveys and studies that they wanted them. Still, unlike other safety equipment such as side air bags, antilock brakes and electronic stability control, run-flat tires have yet to gain the broad acceptance that tire makers had expected. Indeed, more than a decade after they began to appear on a handful of sports cars, run-flats are available on relatively few vehicles and account for only about 1% of the tire market. Their price has helped hold back run-flat tires. Tire makers say they can cost as much as 30% more than comparable conventional tires. But those comparable tires are higher-performance conventional tires that typical buyers wouldn't consider. In the real world, run-flats can easily cost double what consumers are accustomed to paying.

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