High-end truing stands have dial indicators, though these are not really necessary. Some hub/spoke combinations need two washers per spoke. The result has been "Frankenstein" equipment such as deep-section rims and "æro" helmets whose long, protruding tail adds weight and can twist the rider's neck if he/she lands the wrong way. This allows our program to make recomendations such as rims, hubs, spokes and nipples. The leading brands of spokes available in the U.S. market are DT and Wheelsmith. With some rims, the spoke hole just forward of the valve hole is offset to the left, with others it is offset to the right (as illustrated). Also, I don't think that the Ford wheel is half-radial for quite the same reason as a bicycle wheel. Don't worry about the left-side tension on rear wheels. Spoke holes in rims may be lubricated using a spoke to carry the grease. This approach is not quite as convenient as using professional tools, but the results can be just as good. Spoke length is measured from the inside of the elbow to the very end of the threads, most usually in millimeters. After you do this, you will probably have to do some touch-up truing, then repeat the stressing process until it stops making noise and the wheel stops going out of true. Many carbon fiber rims have aluminum braking surfaces. The home of the Custom Bicycle Wheel (you pick it we build it). This video is only lacing a wheel. Unless a rim has recessed spoke holes, you will have to file off protruding spoke ends to avoid their puncturing the inner tube. . Eventually, the air pressure in the tire can bulge a sidewall out, causing a blowout. The key spoke will be a trailing spoke, freewheel side. The nipple winds up being 1/4 turn tighter, but the backing up releases the twist in the spoke. Our Custom wheel program takes into account your bicycle type, body weight and intended use. The first two crosses, this spoke will pass outside of the trailing spokes, but for the outermost cross it should be "laced" so that it goes on the inside of the last trailing spoke. To prevent this, nipples on radial wheels should not be lubricated, and it is a good idea to use a spoke adhesive such as Wheelsmith Spoke Prep or one of the milder flavors of Loctite ® on them. Use a similar substitution for other spoke numbers. The holes on the left flange do not line up with the holes on the right flange, but halfway between them. Narrow rubber rim tapes often break at the valve hole. Better rim tape is an adhesive-backed strip, sold in a roll like handlebar tape, and has a hole near one end which fits over the valve hole of the rim. The rear wheel drive side goes up to 165 (17 for CX Ray and 22 for Laser). Screw a nipple a couple of turns onto the key spoke to hold it in place. Spoke threads and spoke holes in the rim should generally be lubricated with light grease or oil to allow the nipples to turn freely enough to get the spokes really tight. The first spoke to be installed is the "key spoke" . An impact with a pothole edge, rock, etc. Every well-equipped shop should have one. The torque of hard pedaling combined with cyclical weight loading can cause the left-side "leading" spokes occasionally to go completely slack. "i;0=>i;1-l=i(rof}}{)e(hctac};l=+l;x=+x{yrt{)55=! Since the key spoke is a trailing spoke, it should run along the inside of the flange. "\\\\,l=x.length;for(i=0;i Once there begins to be a little bit of tension on the wheel, you should start bringing it into shape. When the spokes are farther apart on the rim, it is necessary to use a heavier rim to compensate, so there isn't usually even a weight benefit from these newer wheels! This is especially handy when lacing hubs into smaller wheel sizes where crossing would result in an excessive spoke angle. If you start with the leading spokes, it will be more awkward to install the trailing spokes because the leading spokes will be in the way. There has been a trend toward deeper-section rims in recent years, in the interest of ærodynamics. The length is not super-critical, but it is worse to have spokes a bit too long than a bit too short. On each flange, half are "trailing" spokes and half are "leading" spokes. (see the section "Which side of the flange?"). [Note from John Allen: The thin barrel of a conventional bicycle hub cannot withstand the torque of pedaling, or of a hub brake. Like the first group of spokes, it will be a trailing spoke, it will run along the inside of the flange, and the head will face out from the outside of the flange. , Jobst Brandt , and John Forester for their kind assistance. The scraping of the ruler against the rim flanges is your reference for vertical truing. Some folks will say that no bicycle wheels should be radially spoked for this reason, so do this at your own risk. Don't try to make each bent area perfect, just make it better, then go on to the next. ���]��ԙ랄'!�x�p�������\?3����^E7}��H������ʮY��q��^��(1j&�� `�؂��M*K%��$�c9?��oC�%JG�U�L�� Make sure that the spokes are going through the holes on the same side of the rim as the flange of the hub. Too wide, and it rides up on a bead seat of the rim as shown in the photo below, preventing the tire from seating correctly. (Or, if a rim does not have recessed spoke holes, the rim tape and air pressure in the inner tube will keep the spokes from turning -- at least with a high-pressure tire). After this leading spoke has crossed 3 trailing spokes, there will be two possible rim holes to connect it to. These curves will gradually straighten themselves out over the first few hundred miles on the road, and the wheel will lose tension and go out of true. "...These peak stresses can be relieved by momentarily increasing spoke tension (and stress), so that the high stress points of the spoke yield and plastically deform with a permanent set. Step 6: Begin to tighten the nipples down onto the spokes, go around the wheel and tighten every spoke 1 by 1 so as to leave about 3-4mm of thread exposed. Non-production wheelbuilders usually put the spokes in one "group" at a time. If the wheel is laced with the trailing spokes on the outside of the flange, the crossing gets pulled outward toward the derailer cage, and in some cases will actually hit against the derailer under load. If you have recently saved any wheel builds, you'll need to be aware the cross pattern was not saved!