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256 cm


256 cm


256 cm


256 cm


256 cm


256 cm


256 cm


256 cm

Weights and Wingspans will be submitted later.

All weights are approximate without Carbon-Boom and without Hard-Handles.

Carbon-Boom = 278 gr; Grab-Handles = 87 gr




Only a light wing is fun for me. The Tyron-II is very light in relation to its complex construction without using particularly sensitive materials. A wing is subjected to completely different stresses than a kite. For this reason stability and robustness must always be kept in mind when it comes to lightweight construction. The Tyron-II has many construction details that make the wing very light on the one hand, but also very stiff and durable on the other. I have now used an even heavier cloth for the Tyron-II than I did for the Tyron-1, as I have paid even more attention to a durable, low-stretch construction for the new wing. This cloth copes well with the loads in a heavily pre-tensioned wing, as it has even higher strength values and less stretch.


The Tyron-II has a very good efficiency with a wide range of use. This is due to its high pre-tension on the upper sail, the effective profile, the low weight and finally its shape and panel arrangement. Only when all these factors are perfectly coordinated every single detail works at full efficiency. The new profile in particular, with the highest point significantly further back, gives the Tyron-II noticeably more performance. The longer chord now allows angles to the wind that were previously unthinkable, which has greatly optimized upwind performance. The wing now also flies much more smoothly and is easier to control especially in very gusty conditions. Riding with a harness is now very easy, because the wing is absolutely balanced.



Even if a wing has a lot of power, I don't want it to be a lame tractor. I want to play with the wing all the time and not have to exhaust myself. I want to cruise downwind with the Wing, but also be able to make tight turns in the waves. Due to its low weight the Tyron is very agile in itself. However its profile and the tight topsail make it particularly agile and nimble in handling. Even when I'm sailing intensively towards the wing in light winds I expect my wing to do exactly what I expect from an agile wing: it remains completely neutral, because I want to concentrate on the maneuver and not on the wing. If I want to compare my speed with other wings or riders I expect my wing to be agile so that I can be in front with full control.


"With the Tyron-II I concentrated intensively on the durability and strength of the wing, but also continued to focus consistently on lightweight construction and innovative features."

Boom & Handles

As a long-time windsurfer I naturally prefer a boom on my wing. All my prototypes have therefore always had a boom because I really like the direct feeling of the wing. In the meantime the trend has shifted more towards two fixed handles instead of the more indirect webbing handles. As with the Tyron-1, you can also have two systems in one wing with the Tyron-II: Boom & Handles. The conversion is done quickly without tools. Under "Moments" in the picture gallery you can see a video showing how quickly the assembling works.


Carbon-Boom 2-piece

The direct feeling for the wing with a boom is irreplaceable for me. Especially in maneuvers where the wing is to be guided over the head I find it much easier to control the wing precisely. I don't even need to look at where a possible grabbing point is. I simply reach towards the strut and then instinctively realize where I can grab it. My Carbon Boom is made entirely of carbon and can be disassembled into two parts without tools so that it also fits into the wing bag. There is an EVA all over the Boom which provides the necessary grip. The pure carbon tube has an outer diameter of only 22mm which ensures long sessions with the Wing without cramps in the forearms. My carbon boom is also very light and therefore fits perfectly with the Tyron-II. All ends of the boom are fitted with a neoprene sleeve with an additional EVA damper inside to prevent the boom from damaging the board. The boom is supported in the middle by a line loop to minimize any possible bending even under high loads. One boom fits all wing sizes.


If you don't like a boom, you can also ride the Tyron-II with two hard handles. The handles are also made entirely of carbon and are quite light. The front handle is significantly longer so that you can also ride one-handed. The handles fit all sizes of wing. They can be fitted to the strut quickly and without any tools. All ends of the two handles are fitted with a neoprene sleeve with an additional EVA damper inside to prevent the handles from damaging the board.



My first prototypes of the Tyron-II still looked quite similar to the Tyron-1 in terms of outline, as I initially only wanted to modify a new profile and a few details. In the course of development I realized that I could not increase the performance of the wing as much as I wanted. The Tyron-II therefore now also has a longer chord and therefore a longer strut which provides the desired characteristics. This modification allows the airflow to reach the wing earlier and better. This is particularly noticeable when pumping and going upwind. You simply have a few extra horsepower in the wing.


During the prototype phase for the Tyron-II I found out about a completely new software that would allow other possibilities in the design of a wing. Instead of using individual profiles along the front tube, straight lines are laid from the profile in the middle of the wing to the wing tips. This makes it easier to control the tension in the cloth, as there are only tracks in the cloth. The first prototypes with this software immediately looked promising so I was able to implement new ideas in a more targeted way. It has always been my wish to have as few sail panels as possible in the upper sail, because every single seam influences the tension in the cloth and can lead to problems. The Tyron-II only has one front panel, one center panel and one panel along the trailing edge per side half.



In the course of using a wing stretching inevitably occurs in the cloth everywhere. The upper sail stretches particularly strongly especially near the trailing edge. In order to minimize this stretching and thus extend the durability of a wing I have applied radial reinforcement stripes made of high-strength UPE material to the upper sail from below. This UPE material consists of highly stretched PE and is reinforced with black aramid threads. This material has hardly any noticeable stretch and ensures that the wing retains its shape especially at the all-important trailing edge. The stripes of UPE material must have a certain width so that the tensile forces can also be transferred to the upper sail. At only 85 grams per square meter the UPE material is very light and also quite resistant to kinking when packing the wing.


Every rider likes a wing that is as effective as possible. This effectiveness is also determined in particular by its stiffness. The bending from the front and top view is a decisive factor here. In order to achieve a well-balanced wing the middle of the wing should be rather stiff as this is where most of the sail area is located and the wing tips should be able to twist as well as possible. On the Tyron I have sewn internal tension stripes into the front tube to achieve this goal. The two middle segments have these tension stripes right from the front so that the wing cannot twist backwards too much even when there is a lot of pressure in the sail which would release too much tension from the upper sail. Right at the bottom along the closing seam these tension stripes are sewn into the middle 4 segments so that the wing remains stiff in the middle and the wing tips can twist. These tension stripes do this job at exactly the right position in the front tube and are much lighter than making the entire front tube from heavy material.



The forces occurring in the strut are enormous. On one hand the wind force pulls the wing away from the rider and on the other hand the rider counteracts this with his physical strength. Even with high air pressure in the wing the strut will always bend on the underside and thus influence the profile in the wing. The result is usually poorer handling and also less power. To prevent this I have also added a tension stripe made of the high-strength UPE material to the underside. This design detail prevents this stretching and bending very effectively. It also improves the durability of the wing because the Dacron cloth on the strut stretches less during use and the wing retains its shape for longer. You can easily recognize such stretching when diagonal wrinkles appear in the upper sail. The reason is usually that the end of the strut has lifted upwards due to stretching in the cloth of the strut.


I resisted using windows in my wing for a long time because I was not prepared to accept the stretching of the soft window material and thus decimate the performance of the wing. In the prototypes for the Tyron-II I have then tried out some interesting arrangements where the windows are divided several times and the forces occurring in the upper sail are well absorbed by the spinnaker cloth. Visibility is hardly impaired as a result. I use a TPU material for the windows which is very resistant to creasing. I always pack my wings very small and tight and don't pay any attention to possible creases in the window. The TPU is also quite light and hardly makes the wing any heavier. With the new construction I have the clear advantage in the wing of better visibility to leeward and have been able to resolve my concerns.



Almost all wings on the market are slightly asymmetrical from the right to the left wing half. The reason for this is in the attachment of the upper sail to the strut. The most commonly used closing seam on the strut is folded over to one side. The upper sail is then sewn onto this folded seam allowance. The difference between the right and left side is often not great, but it has always bothered me. That's why I chose a completely different closing seam for the strut on the Tyron-II. A straight stitch is combined with a zig-zag seam and reinforced on the inside with additional tapes. The seam allowance is not folded over to one side, but points straight up towards the top sail. A Dacron-T is then used as the connection. These are two narrow stripes that are sewn at a 90-degree angle to the side of the seam allowance of the strut and to the topsail from below. This construction allows the topsail to be attached to the strut with absolute symmetry and also provides enough space to make two zig-zag seams, see 1 and 2 on the left of the picture. As with the Dacron frame there is no direct connection from the topsail to the strut. This means that the strut does not have to be opened when repairing the topsail which significantly reduces repair costs.


In order to transfer the forces occurring in the upper sail to the front tube as well as possible I have used a so-called Dacron frame on the Tyron-II. This means that the spinnaker cloth is not directly connected to the front tube at any point. There is a narrow stripe of Dacron cloth all along the front tube. This cloth is much less stretchy than the spinnaker cloth. If you have a crash and the topsail tears for example due to contact with the foil, the tear will almost always end at the Dacron frame and not tear any further. During the repair the front tube no longer needs to be opened in order to sew the new or repaired topsail sheet to the front tube. This design detail significantly reduces the repair bill.



By using two SUP valves on the Tyron, you can decide for yourself how much air pressure you want in the strut and how much you want in the leading edge. I always want the strut to be as stiff as possible so that the wing flies very directly. You can play with the air pressure in the leading edge and find the best possible setting for yourself. The adapter required for the SUP valves is included with every Tyron-II. When deflating the large opening on the valves allows the wing to be deflated quickly. Although the SUP valve on the Tyron-II is somewhat heavier than the Airlock valve on the Tyron-1 it has the great advantage that the air pressure in the wing can always be read very accurately from the pressure gauge on the pump. Handling is also easier, because you only have to engage the valve pin to either pump the air in or let it out.


A wing that flutters is not an option for me. That's why I also used battens on the trailing edge of the Tyron-II. The construction of the batten pockets follows my approach of consistent lightweight construction. A new feature of the Tyron-II is the extended batten guide to stabilize the upper sail even better. All battens can be replaced in a flash without tools in the event of a defect.



A light wing needs a light wing bag. That's why I chose the same bag for the Tyron as for our kites. With only 135 gr this bag is really light and is therefore particularly well suited for travel. It is simple, functional and yet robust. No needless details and only a focus on the essentials. A bag the way I have always wanted it. The two side leashes close the opening at the top of the bag by pulling and also serve as shoulder straps. Because the Tyron and the bag are so light no padding is needed here.


For me a leash belongs to every wing. That is why every Tyron is delivered with a high-quality leash. I prefer a leash for the wrist. It must be easy to put on and comfortable. To prevent the leash from untwisting and shortening if you always turn the wing in the same direction I have added a small swivel directly on the cuff. I also prefer a tubular webbing, because it is easier to grap than a leash.



"The Tyron-II is significantly more powerful and better balanced than the Tyron-1. The increased power and comfort are immediately noticeable on the first test ride."



Why buy a Tyron wing?


All prices include VAT plus shipping costs. All weights are approximate.

In accordance with the distance selling regulation for cross-border deliveries of goods to private individuals that will apply in the EU from July 1st, 2021the VAT rate of the destination country is calculated.

The Carbon Boom is optional and not included with a Tyron Wing.

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