Another day of wheel (and so on).
I received a Tune Mig 70 front hub from a customer for a build.
Since the hub shell and flange aren't glued together,
the flange spins around before spoke tension is applied.
I marked it.
↑Like this
It also works with rims that have holes for pair-spoke phase.
Though I don't think that's the reason it's designed this way.
The rear hub is an older American Classic.
On the opposite side of the hub shell logo
it has a grease port—it's from that era.
↑Old and new hubs
(Actually there's another version in between, but never mind)
When you line up the right flange
the left flange looks like this.
The flange width is about one flange wider than the current model.
The customer had already adjusted it to the best bearing feel.
I honestly can't say if I could dial it in this finely myself—
it spins so smoothly.
So I'm leaving it alone.
The customer really went for it, too—
they've covered up the wrench marks on the hub shell with an oil pen.
Built.
28-hole hub, DT Revolution four-four Italian-style lacing.
This hub has lots of restrictions on how it can be built,
but this doesn't violate any of them.
The rear wheel is also built.
Competition on the freewheel side, Revolution on the non-freewheel side—
28-hole four-six lacing, straight-pull, no cross-threading.
Straight-pull was the customer's preference, and four-eight lacing didn't work because of spoke length limitations.
The nipples were switched to black aluminum at the customer's request.
By the sticker dating on this rim, it's two generations old—
not exactly new,
but the rim sidewalls show almost no wear. Good condition.
The tools sitting in front are shorthand with this customer.
Pay no mind.
I received a Tune Mig 70 front hub from a customer for a build.
Since the hub shell and flange aren't glued together,
the flange spins around before spoke tension is applied.
I marked it.
↑Like this
It also works with rims that have holes for pair-spoke phase.
Though I don't think that's the reason it's designed this way.
The rear hub is an older American Classic.
On the opposite side of the hub shell logo
it has a grease port—it's from that era.
↑Old and new hubs
(Actually there's another version in between, but never mind)
When you line up the right flange
the left flange looks like this.
The flange width is about one flange wider than the current model.
The customer had already adjusted it to the best bearing feel.
I honestly can't say if I could dial it in this finely myself—
it spins so smoothly.
So I'm leaving it alone.
The customer really went for it, too—
they've covered up the wrench marks on the hub shell with an oil pen.
Built.
28-hole hub, DT Revolution four-four Italian-style lacing.
This hub has lots of restrictions on how it can be built,
but this doesn't violate any of them.
The rear wheel is also built.
Competition on the freewheel side, Revolution on the non-freewheel side—
28-hole four-six lacing, straight-pull, no cross-threading.
Straight-pull was the customer's preference, and four-eight lacing didn't work because of spoke length limitations.
The nipples were switched to black aluminum at the customer's request.
By the sticker dating on this rim, it's two generations old—
not exactly new,
but the rim sidewalls show almost no wear. Good condition.
The tools sitting in front are shorthand with this customer.
Pay no mind.