Triumph NTC-950-2 and NTB-550: put the money in the arms, not the keypad
This combination is a deliberate choice about where a budget does the most good. It takes Triumph's most capable changer — the NTC-950-2, the one with dual pneumatic assist arms — and pairs it with the NTB-550, a balancer whose helper is a foot-pedal wheel brake rather than an electronic one. Our spec data is blunt about the difference: the NTB-550 lists automatic data entry as No. You type all three rim figures yourself.
Whether that is the right trade depends entirely on which end of the job hurts in your shop. Nobody has ever strained their back on a keypad. The tyres that cost a fitter an afternoon are stiff-sidewall run-flats and wide low-profile fitments, and those are handled by arms and force, not by software.
Will It Fit?
Confirming the following is the buyer's job, and it is the part that goes wrong most often.
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Depth, not width, is the constraint on the changer. Assembled the NTC-950-2 measures 56 x 93 x 80 inches (1,422mm x 2,362mm x 2,032mm). The 93 inches is what the assist arms need in order to swing. A machine set too close to a wall loses the feature you paid for.
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The balancer is the compact half. 28 x 47 x 56 inches assembled (711mm x 1194mm x 1422mm), which slots into a corner most changers could not use.
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Electrical. Both run on 110 volts from an ordinary shop circuit.
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Compressed air. The changer works to a maximum of 120 PSI and needs a regulated, dried supply from your own compressor. Our data quotes no flow requirement, so size the compressor from the machine's manual rather than from a guess.
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Delivery access. The changer crates at 38 x 65 x 51 inches and 900 lbs; the balancer crate weighs 325 lbs. Combined, the shipment is about 1,225 lbs across two crates. Check the door, the threshold and the turn before the truck books in.
Two assist arms, and the tyres that need them
The assist arms hold the bead down and out of the way while the mount head runs round the rim. On a conventional touring tyre you can work without them. On a run-flat, whose sidewall is built stiff enough to carry the car deflated, or on a wide-profile tyre that resists being folded into the drop centre, they change the job from a two-person struggle to a one-person routine. Two arms rather than one means the tyre is controlled at two points, which is what keeps the operator's hands on the tool.
The rest of the changer is deliberately ordinary in the good sense: a bead breaker delivering 5,500 lbs of force for wheels that arrive corroded onto the rim, and bead blast, which fires a hard burst of air into the sidewall to seat a bead during inflation. Clamping runs 16-28 inches on the inside and 14-26 inches on the outside, taking wheels up to 15 inches wide and tyres up to 43 inches in diameter.
A foot pedal is a feature, not an omission
The NTB-550's wheel brake is worth more than it sounds. Applying weights to a free-spinning wheel means holding it still with one hand and placing the weight with the other, and the wheel moves at exactly the wrong moment. The pedal locks the wheel where the machine stopped it, which is both faster and more accurate, and it does it without occupying a hand.
What you give up is the data entry. Three parameters per wheel, entered by the operator, on every wheel. In a shop doing a handful of balances a day that is nothing; in a high-volume tyre bay it is the argument for the other balancer. Performance at the spindle is unchanged: +/-1 gram, a 6-9 second cycle, wheels from 10-28 inches, tyres to 44 inches, rim widths of 1 1/2-20 inches, up to 150 lbs on a 36 mm shaft, reading in standard or metric.
Perfect For
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General repair shops that fit tyres as part of a wider job list and want the difficult ones to stop being an event.
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Performance and 4x4 specialists, where wide and stiff-sidewall fitments are the normal work rather than the exception.
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A shop upgrading a changer first and treating the balancer as the thing it can live with.
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Smaller floors — the compact balancer buys back some of the space the changer's arms take.
What's in the Box
Changer: steel mount and demount head, plastic mount and demount head, plastic wheel clamp covers, soap tank with application brush, and a tyre tool bar.
Balancer: plastic safety hood, quick-release wing nut, cone adapters, wheel weight hammer, and rim caliper.
The compressor, air line and electrical work are yours.
Specifications
NTC-950-2 tire changer
| Inside clamping |
16-28 inches (406-711 mm) |
| Outside clamping |
14-26 inches (355-660 mm) |
| Max wheel width |
15 inches (381 mm) |
| Max tire diameter |
43 inches (1092 mm) |
| Bead breaker force |
5,500 lbs |
| Motor |
1 1/2 HP |
| Max working pressure |
120 PSI |
| Assembled size |
56 x 93 x 80 inches |
| Crate |
38 x 65 x 51 inches, 900 lbs |
NTB-550 wheel balancer
| Wheel size |
10-28 inches |
| Max tire diameter |
44 inches (1,118 mm) |
| Rim width |
1 1/2-20 inches (38-508 mm) |
| Max wheel weight |
150 lbs |
| Shaft |
36 mm |
| Automatic data entry |
No |
| Accuracy |
+/-1 gram |
| Cycle time |
6-9 seconds |
| Assembled size |
28 x 47 x 56 inches |
| Crate weight |
325 lbs |
Both machines
| Voltage |
110 Volt |
| Combined shipping weight |
1,225 lbs |
Certification, stated plainly
The data we hold on this pair claims no third-party safety listing, and a rewritten product page is not the place to invent one. That distinction rarely matters to a private buyer. It matters when an insurer, a fleet policy or a local inspector names a specific listing as a condition. If that is your situation, ask us first and we will go to the manufacturer for current documentation in writing.
Shipping and delivery
Two crates, freight only, lower 48 states. The rate is quoted live at checkout against your address rather than baked into this page, because carrier pricing moves. Unloading is the receiver's responsibility once the trailer arrives — a forklift, a loading dock, or a terminal collection, which is often the least painful route for a shop without lifting equipment. A residential delivery address carries a residential fee, shown at checkout.
Check the freight before you sign for it. Damage that is noted on the bill of lading in front of the driver is a claim; damage discovered after a clean signature is usually your problem. Photograph anything suspect, including the crate as it sits on the truck.
Warranty
We will send you the manufacturer's current warranty document on request — better that than a summary of ours that ages badly. And the standing advice for any powered shop machine: if it fails, do not take the pneumatic circuit, the motor or the control valve apart before the claim is opened. Stripped parts are usually read as modified parts, and cover disappears. Photograph, record the serial number, then call.
