UltraTube RS™

UltraTube™  is a dual-phase steel that provides an alternative to traditional high-alloy steels. It extends those same advantages to safety-critical motorsport use.

Developed from the same OEM-grade dual-phase steels used in modern automotive safety cells and structures, UltraTube RS™ combines high yield strength (650 MPa +) with exceptional ductility and weldability. It’s strong where it counts, yet straightforward to work with – a practical step forward for fabricators looking for consistency and performance from locally made Precision Steel Tube.

Developed to give New Zealand and Australian fabricators access to the same advanced steels long used in global automotive manufacturing, UltraTube RS™ enables designers to reduce weight without sacrificing safety or reliability – and it’s made locally in New Zealand.

UltraTubeRS™ has a similar density to other steel tubes. All steel tube weighs effectively the same when outside diameter and wall thickness are the same.

Where UltraTubeRS™ can be effectively lighter is through design choice. Because it offers high yield strength with good ductility, it can often be used in thinner wall sections to achieve equivalent structural performance to thicker mild‑steel tubing. In those cases, overall cage weight can be reduced without compromising strength or safety.

Use of any material depends on the rules of the relevant sanctioning body and class. Builders should always confirm acceptance with their governing body or scrutineer for their specific application.

In many rule sets, material used outside the principal safety cage structure (such as lower chassis rails, secondary bracing, or non‑rollover‑protection members) is treated differently to main roll‑over structures. Applications in these areas are typically less restrictive, but confirmation should always be obtained for the specific class and vehicle.

No. UltraTube RS™ is manufactured using a modern high-frequency induction welding (HFIW) process, in which the strip edges are precisely aligned, rapidly heated, and forged together under controlled pressure to form a continuous solid-state bond. This process produces a longitudinal weld seam with controlled geometry and repeatable mechanical properties when operated within established manufacturing parameters.

Manufacturing QC includes weld-zone examination, hardness testing, and bend testing to verify weld integrity and consistency. Test results demonstrate a fully consolidated weld bond with consistent mechanical response through the weld region, including under both tensile and compressive strain during bending. As with any structural tube, correct fabrication practice remains essential, and overall performance is governed by material properties and joint design rather than the presence of the weld seam itself.

Yes. UltraTubeRS™ is compatible with standard TIG welding and MIG welding processes used in motorsport fabrication.

TIG welding is generally preferred for critical structural applications, particularly where thinner wall sections are used, due to its high level of control over heat input and weld profile. MIG welding can also be used with appropriate technique, with pulsed transfer modes recommended to assist in managing heat input.

Filler material should be slightly undermatched relative to the parent material. Common examples include ER70S-2 and ER70S-6 or equivalent grades. Preheating and post-weld heat treatment are not typically required under normal fabrication conditions.

As UltraTubeRS™ is supplied in a heat-treated condition, welding heat input should be controlled to the minimum required to achieve full penetration.

Yes. UltraTubeRS™ can be bent using common motorsport bending equipment, including manual and mandrel rotary draw benders.

Validation bending has included tight 2D centreline radii using mandrel bending, as well as use on pull‑type benders such as ProTools and JD2. Behaviour is consistent with expectations for high‑strength tube.