Find out all there is to know about Ultra-Seal

Frequently Asked Questions

Find your answers on Ultra-Seal topics about applications, before installation, after installation, or troubleshooting here.


Important Notice

Ultra-Seal will never fail to perform as claimed, providing you follow the guidelines noted throughout this installation manual. Ultra-Seal’s formulation is designed to withstand many adversaries with one major exception, ‘WATER’. It is imperative that the compressors be drained daily to assure that water is not introduced into the tyre along with the air. Install water traps or air dryers. The Ultra-Seal formulation can tolerate a small amount of water, however, an excessive amount will break down the Thixotropic properties and render the composition useless. Some compressors blow oil; always check for this problem. Oil or grease will contaminate the formulation.


Q: Is Ultra-Seal strictly for repairing a damaged tyre?

A: No, it isn’t.

Ultra-Seal is a preventative tyre sealant which is inserted in the tyre and repairs most punctures as they happen. At the same time, Ultra-seal reduces air leaks. After inserting Ultra-Seal, it will - while rotating - cover the entire surface of the tyre and seal any porous areas. When a puncture occurs, the Ultra-Seal coating encapsulates the puncturing object. When the puncturing object is removed or ejected, Ultra-Seal is drawn into the wound by the capillary action of the escaping air, the wound closes up (rubber recovery), thereby trapping the Ultra-Seal repair. The repair cures and becomes non water-soluble to protect the inner structure from outside contaminants.

Q: Does Ultra-Seal extend tyre life and retard dry rot?

A: Yes, it does.

Independent laboratory tests have proven without a doubt that Ultra-Seal will retard aging within the inner structure of a tyre. Independent testing has also proven that Ultra-Seal will reduce heat and eliminate migrating air which is directly related to increased tyre and casing life.

Q: Will Ultra-Seal last as long as the tyre?

A: Yes, it will.

Ultra-Seal guarantees the Ultra-Seal product application for the legal tread life of the tyre.

Since 1969, Ultra-Seal has never failed to provide tyre protection. Ultra-Seal’s Thixogel™ enables the formulation to withstand heat and shear stress resulting from centrifugal force emanating from a rotating tyre rim.

Q: Does Ultra-Seal have a shelf life warranty?

A: Yes, it does.

Ultra-Seal certifies that the product may be stored for at least 60 months when stored in factory sealed original containers, out of direct sunlight and in a temperature range of -7°C to +35°C.

Q: Does Ultra-Seal cause imbalance problems?

A: No, it doesn’t.

Ultra-Seal cannot create an imbalance situation. If the tyre and rim are in proper condition prior to inserting Ultra-Seal and neither are out of round, there will be no change in performance. Most tyres do not require balancing. Only light commercial tyres and steering tyres should be balanced before inserting Ultra-Seal.

Ultra-Seal does not balance tyres or rims. If a problem exists, Ultra-Seal may aggravate the situation, which acts as a safety warning alerting the driver that there is definitely a tyre, rim or suspension problem.

Race car drivers attaining speeds of up to 400 km/h have reported no vibrations or handling problems in tyres treated with Ultra-Seal.

Q: Can Ultra-Seal be used in all types of tyres?

A: In general, yes it can.

For the past 40 years, Ultra-Seal has been utilised in virtually every conceivable pneumatic tyre, accumulating millions of km, in major fleets around the world, without any premature failure or adverse effects on the tyres or rims. Special situations with low profile high-performance tyres may require assistance and support from the Ultra-Seal Technical Department prior to installation.

Q: Can Ultra-Seal be used in tyres with tubes?

A: Yes, it can.

Ultra-Seal will seal wounds in both tube and tubeless tyres as long as there is rubber recovery and it is not a dangerous wound. A tube is not one of man’s most ingenious inventions, and is very unreliable. The tube is basically made of rubber and synthetics. The wall thickness of a tube is not uniform and rubber content is very critical in terms of elasticity and rubber recovery. A tube that does not contain a sufficient amount of natural rubber cannot recover (close up) after sustaining a wound. It is critical that there be rubber recovery to assure a positive secure repair.

When a tube is punctured, the size of the wound in the tube may be much larger than the actual puncturing object, and tubes are also very susceptible to ripping.

Q: Is Ultra-Seal compatible with tyre components?

A: Yes, it is.

Ultra-Seal’s formulation is fully compatible with all components in any tyre. Ultra-Seal has been tested by independent laboratories - fresh (new) and even after 70,000 kilometres - and tests results prove Ultra-Seal exceeds all compatibility requirements.

Q: Does Ultra-Seal freeze in cold climates?

A: No, it doesn’t.

Ultra-Seal’s operating temperatures are -40°C to +149°C.

Ultra-Seal has passed the freezing requirements of the United States Postal Service Generic Tyre Sealant Specifications. Ultra-Seal will not freeze when a vehicle operates in cold climates. In extreme cold weather below -40°C, Ultra-Seal will thicken slightly, but as the tyre heats up from normal road friction, Ultra-Seal quickly returns to its normal viscosity.

Q: Will Ultra-Seal repair large wounds?

A: Yes, and no.

Ultra-Seal seals wounds measured by the size of the puncturing object, not the size of the wound.

Regardless of how small a puncture may be, if the puncturing object has extensively damaged the tyre’s integrity, the wound will continue to bleed air and Ultra-Seal. This is a safety factor designed into the proprietary Ultra-Seal formulation.

Q: Can Ultra-Seal hide or mask a dangerous puncture?

A: No, absolutely not.

It is virtually impossible for Ultra-Seal to hide or mask a dangerous wound. More than 40 years of worldwide use and countless tests have proven that Ultra-Seal will not seal a tyre that has received a wound that would weaken the tyre’s inner structure to a point that could be dangerous.

If a tyre receives a dangerous wound, Ultra-Seal allows air to bleed, providing additional time for the driver to bring the vehicle to a controlled stop. This safety factor can reduce potential blowouts from becoming a dangerous situation. Many security and law enforcement fleets utilise Ultra-Seal for its ability to provide a high degree of safety and reliability rather than just because of Ultra-Seal’s cost savings and tyre life extension qualities.

Before installation

Q: Do you need to stir or mix Ultra-Seal prior to installing?

A: No, you don’t.

Ultra-Seal is thixotropic and does not separate. In fact, in-depth testing by an over the road trucking company has proven that even after 160,000+ kilometres Ultra-Seal continues to remain in a thixotropic state and did not separate or ball up.

Some tyre sealant marketers state that their sealant needs to be stirred or mixed prior to installing into a tyre. Their statement, as follows, does not substantiate reliability; Once the sealant is installed into a tyre, the tyre-rim assembly acts as a mixing machine and will keep their product properly mixed. But(!): A spinning tyre / rim assembly creates centrifugal force and will readily and permanently separate the solids from the liquids. Therefore, this type of tyre sealant will become ineffective over a short period of time.

Q: Is the amount of Ultra-Seal in a tyre critical?

A: Yes, it is.

In order for Ultra-Seal to establish a complete coating throughout the entire inner surface of the tyre-rim and in order to have a 20% reserve, Ultra-Seal’s calculator must determine the amount of Ultra-Seal needed per tyre-rim assembly.

Ultra-Seal publishes application charts which list all current tyre sizes and profiles in use, with recommended amounts of Ultra-Seal required per tyre. These charts are located in Ultra-Seal’s download area.

The specially designed and patented manual and automatic pump equipment measures Ultra-Seal as it’s being injected into the tyre.

Ultra-Seal pumps will inject sealant into tyres at air pressure of up to 9 Bar.

Q: Does Ultra-Seal protect steel belts from contamination?

A: Yes, it does.

Independent testing by the world’s largest steel belt manufacturer proves that Ultra-Seal will not cause corrosion. One of Ultra-Seal’s proprietary attributes is the ability to cure in a wound and become non water-soluble. This phenomenon is how Ultra-Seal permanently prevents corrosion on steel belts as it prevents outside moisture and contaminants from leaching into the wound as the vehicle is driven.

Q: Does Ultra-Seal run to the bottom of the tyre?

A: No, it doesn’t.

Ultra-Seal’s Thixogel™ transforms the formulation into a unique gel state that seems to defy gravity, allowing it to cling to the entire inner surface of the tyre-rim.

There are no adhesives in the formula and Ultra-Seal will not cause chemical changes to the tyre which would void a tyre warranty. This ability to coat the inner surface of both the tyre and rim is one of Ultra-Seal’s closely guarded proprietary secrets.

Q: Is it difficult to insert Ultra-Seal?

A: No, it isn’t.

All of Ultra-Seal’s professional application equipment were designed for ‘ease of use’.

To insert Ultra-Seal into tyres of an average light truck takes less than 2 minutes per tyre, while a large truck averages 5 minutes per tyre. When inserted while the new tyre is fitted on the rim, it is only a matter of seconds.

After installation

Q: Can tyres treated with Ultra-Seal be retreaded?

A: Yes, they can.

Ultra-Seal is compatible with all retreading methods.

Independent testing has proven that Ultra-Seal will retard aging in tyres. Ultra-Seal treated tyres exhibit greater rubber resilience when compared to untreated control tyres. Therefore, Ultra-Seal increases the casing’s ability to achieve additional retreading. This increased retreadability provides a lower cost per kilometre. Casing soundness and retreadability are certified by your professional retread company.

Q: Will Ultra-Seal seal sidewall punctures?

A: Yes, and no.

However, it is important to realize that Ultra-Seal cannot hide or mask a dangerous wound.

Radial tyre sidewalls are much thinner in construction than the rest of the tyre. Even though there is some rubber recovery, if the wound has not weakened the structure of the tyre, it will seal.

If the wound is dangerous, Ultra-Seal is designed to bleed and the tyre will deflate in a slow controlled manner. Regardless of the tyre, the sidewall is the most vulnerable area. Ultra-Seal does not guarantee positive secure repairs on crown or sidewall punctures.

Q: Will Ultra-Seal eventually dry or ball up in the tyre?

A: No, it won’t.

Ultra-Seal’s Thixogel™ protects against separation and formulation breakdown. Tyres exposed to normal operational temperatures and high speed will not cause Ultra-Seal to break down.

Q: Can tyres treated with Ultra-Seal be repaired?

A: Yes, they can.

Ultra-Seal does not contain any adhesive or chemicals that would alter the tyre’s integrity.

Ultra-Seal is totally water-soluble in its liquid state and even when cured it can easily be removed from the interior of any tyre. All major repairs are performed by simply wiping the wound area with a damp cloth, then wipe dry and repair.

Q: Does Ultra-Seal create a mess when a tyre is dismounted?

A: No, it doesn’t.

Ultra-Seal is a viscous gel-like liquid, and does not flow like water. Approximately 80% of the minimum required application amount coats the entire inner surface of the tyre-rim. The remaining 20% is considered the reserve, which does settle to the bottom only when a tyre is stationary. When dismounting a tyre containing Ultra-Seal, there is not enough product collected at the bottom to allow it to splash out. If the mechanic breaks the bead prior to releasing all the air from the tyre, the Ultra-Seal around the bead-rim attempts to prevent the air from escaping, resulting in a small amount of Ultra-Seal blowing out, as the bead breaks away from the rim. To prevent this from happening, release all of the air pressure prior to breaking the bead. Once a mechanic understands the simple basics of handling Ultra-Seal, there is never a problem.

Q: Is Ultra-Seal a permanent repair?

A: Yes, and no.

The tyre Industry claims that ‘permanent repair’ refers to a tyre repair that is permanently attached to the wound area by means of adhesives or vulcanisation. Although Ultra-Seal’s repairs are positive secure repairs that remain air-tight for the life of the tyre, Ultra-Seal is not a glue or adhesive.

The proprietary formulation is designed to bleed air and Ultra-Seal if a tyre has received major structural damage, therefore for safety reasons the permanency of an Ultra-Seal repair depends on the integrity of the tyre.

Q: Is an Ultra-Seal repair as good as a patch?

A: Yes, it is.

In most cases, Ultra-Seal is better than a patch, the reason being that Ultra-Seal serves a preventative purpose as well.

A patch is a repair that is performed after the tyre has gone flat and in most cases has been driven flat for some distance. Driving on a flat radial tyre, even for a short distance, will create extensive internal damage that is irreversible and normally goes unnoticed by the repair person. Preventative maintenance is always better and safer than an after the fact repair. This enormous safety enhancement is a major factor in utilising Ultra-Seal for preventative maintenance purposes.

Q: Will Ultra-Seal attack or corrode steel belts?

A: No, it won’t.

Ultra-Seal’s advanced proprietary repair and curing attributes have proven that the specialised rust inhibiting system protects steel belts against rust and corrosion. The unique ability to cure within a wound also protects the steel belts from outside contaminants. This proprietary attribute is available only with Ultra-Seal.

Q: Will Ultra-Seal rust, corrode or damage rims?

A: No, it won’t.

Ultra-Seal’s rust and corrosion inhibiting system continuously works to prevent rust or corrosion. Ultra-Seal cannot eliminate existing rust or corrosion, but will neutralise it and prevent any additional damage. Please check the chemical resistance - pH level - on alloy rims. For Ultra-Seal the pH level is 8.5 – 9.0 (20°C).

Q: Can Ultra-Seal maintain correct air pressure?

A: Yes, it can.

Independent laboratory testing has proven without a doubt that Ultra-Seal has the ability to eliminate porosity and air migration. The headquarters of one of the world’s largest retread companies tested Ultra-Seal for air retention and positive sealing capabilities. It was reported that Ultra-Seal was the only tyre sealant that they had tested which provided 100% air retention.

Although Ultra-Seal will maintain correct air pressure, we recommend that visual inspection be performed on a regular basis and complete tyre examinations and air pressure inspections be performed at least once a year.


When a puncture does not seal properly, check for the following:

    - Improper tube size for tyre
    - Lack of Ultra-Seal product in the tyre
    - Puncturing object has been in the tyre for over a month
    - Puncturing object or puncture itself is larger than 6.5 mm in diameter
    - Rips, tears or cord damage inside tyre
    - Shifted belts
    - Sidewall puncture
    - Stretched rubber, sometimes found in overinflated tyres
    - Tread separation (inside tyre)
    - Valve leaks

When experiencing excessive vibration (up-down movement), check for the following:

    - Out-of-round tyre or rim
    - Excessive flat spots on tyres
    - Worn-out shock absorbers
    - Shifted belts
    - Tread separation

When experiencing excessive lateral movement (side-to-side wobble), check for the following:

    - Loose or worn out front-end components
    - Improperly adjusted /loose or damaged wheel bearings
    - Shifted belts
    - Bent wheels / rims and axles

When experiencing an out-of-balance situation:

Tyre balance is most critical in high speed passenger vehicles and light trucks. Small front-wheel-drive passenger vehicles and light trucks are known to transmit more road, wheel and tyre vibrations into the passenger compartment, however, truck steering wheels should also be balanced before inserting Ultra-seal.

If a wheel is out of balance, Ultra-Seal cannot correct the problem and, in fact, may amplify and increase vibration.

Always visually inspect the tyre for even and consistent tread as this is a common source of vibration. A simple method is to run the flat of your hand over the top of the tyre tread (from front to back). If you feel an excessive amount of unevenness (saw tooth), then this tyre is susceptible to vibration. This condition is often due to worn shocks and suspension causing the wheels to be out of alignment. Older tyres that appear worn can absorb a little more Ultra-Seal than the average tyre. In rare cases, slightly more Ultra-Seal should be inserted (no more than an additional 10%). It is not uncommon to experience a slight vibration between 100-120 km/h dur¬ing the first 10 kilometres driven after Ultra-Seal is inserted. This is normal and will subside after a few kilometres.

Ultra-Seal’s proprietary component Thixogel™ allows it to cling to the inner surface of a tyre. Ultra-Seal resists adverse forces that attempt to pull it away and exaggerate any small vibration. Always balance tyres PRIOR to inserting Ultra-Seal.

When you are unable to add air to the tyre, check for the following:

- Valve core blockage If air will not go into the tyre, check the valve core, it may be clogged. This will occur if air pressure was checked without first clearing the Ultra-Seal from the valve stem, or if there is a defective valve core. If the core is known to be in good condition, then simply rinse it with water and reinstall. It may be more cost effective to replace a valve core.

When a tyre is unable to hold air pressure, check for the following:

- Only air is escaping:

This is a positive indication that there is an insufficient amount of Ultra-Seal in the tyre, or the tyre may have internal damage. Re-enter the wound with a pointed object (ice pick) and move it back and forth. As it is extracted, it will draw Ultra-Seal through the wound. If no Ultra-Seal can be drawn through the wound, then there is definitely not enough sealant in the tyre to create a coating and provide a reserve. Perhaps not enough Ultra-Seal was initially inserted or the tyre has received numerous punctures or a dangerous puncture that has left an insufficient amount of Ultra-Seal in the tyre.

- Air and Ultra-Seal bleeding (Ultra-Seal cannot mask or hide a dangerous wound):

Air and Ultra-Seal will bleed out of a wound, only if the wound is too large or the puncturing object has sufficiently damaged the tyre’s inner structure, this is a potentially dangerous tyre. Dismount the tyre and inspect, do not plug or repair by any external method! The bleeding effect is a major proprietary function of Ultra-Seal, providing an unparalleled safety factor.

- Air loss due to air migration:

Due to the various locations of air migration, it may take more than 5 to 8 kilometres of driving for Ultra-Seal to eliminate the problematic air leaks. If air migration persists, increase air pressure by 10% to 15% (do not exceed maximum allowable tyre pressure as recommended by the tyre manufacturer) and drive the vehicle for approximately two days, then reduce air pressure to the normal setting. By increasing the air pressure, it opens the pores and forces Ultra-Seal into the problem area, eliminating air migration.

- Sidewall puncture:

Ultra-Seal’s warranty is for the tread area of the tyre only. The tread area has sufficient rubber and plies for adequate flexing and recovery. Sidewall construction is extremely thin, especially in radial tyres. Ultra-Seal is capable of providing minor repairs to the sidewall or crown areas. But due to vast variance in tyre manufacturing and subsequent wounds that may severely damage the tyre’s structural integrity, Ultra-Seal does not consider sidewall or crown repairs to be positive repairs.

- Major damage:

If a tyre serviced with Ultra-Seal receives major damage, it cannot hold air pressure. Ultra-Seal is designed to slowly release air pressure, providing a safety factor that is not found in any untreated tyre. Regardless of how small or how large the wound may be; Ultra-Seal cannot mask or hide a dangerous wound. Depending on the severity of the wound, Ultra-Seal and air will bleed, until all of the air and Ultra-Seal have been exhausted. This safety feature assists the driver in executing a controlled and safe stop. Ultra-Seal is used in emergency and law enforcement vehicles primarily for safety purposes.

When experiencing valve core problems, check for the following:

Occasionally, a valve core is clogged prior to performing an air pressure check or inserting Ultra-Seal. This is often due to a missing valve cap allowing debris to become lodged in the valve. Remove and clean or replace as required.

- Valve core will not unscrew:

If the valve core will not unscrew easily, then you must inspect the valve stem making sure it is round. Look at the threads to be assured that they are not damaged or clogged with mud or debris. Unscrew the core by hand to free it and clean out the threads. Once the core unscrews easily, you can commence with installation.

When experiencing an out-of-round condition, check for the following:

To check for an out-of-round condition, secure a pointer tool so that it will be perfectly steady. Bring the tool to the object (tyre or wheel) to be checked. As it touches the object, back off slightly. This will provide a uniform distance between the tool and the closest portion of the object being tested. If the distance between the two opens and closes visually, this indicates an out-of-round condition. The more the distance opens and closes, the more out of round the object is.

- Pointer tool:

You may utilise any object as a pointer tool. It is not necessary to use a sharp object. A sharp point may actually hinder visual inspection of the distance between the tool and the portion of the tyre being checked. Always spin the tyre on a high speed spin balancer.

- Tyre:

The out-of-round condition is usually more pronounced in the tread area. Using the pointing tool as described above, check the outer edge of the tread, then the centre of the tread and finally the inner edge of the tread.

- Wheel:

A wheel can be bent or out of round and may cause one kind of problem or aggravate another kind of problem. Using the pointer tool as described above, check the wheel both on the front edge for in and out movement and again on the edge closest to the tyre for up and down movement.

When you are unable to push the pump handle down:

Never try to force the pump handle down. If the handle will not move, make sure that the shut-off valve is in the open position or that the valve core is in fact out of the valve stem. Since the core extraction is done by ‘feel’, it can sometimes be left only partially removed. Push the knob down and retighten the valve core completely. Reverse the procedure to replace the core by hand (you may lose a bit of air using this method). If the valve core becomes clogged, it is important to clean out the Ultra-Seal fibres and residue before reinstalling into the valve stem.