Another wheel day (and so on).
A customer left me a rear wheel with a GP4 rim.
A Mavic GP4 from the red label era.
The rim is nominally 400g, but when I disassembled it and weighed it, I got 415g actual.
Accounting for the rim cement stuck on, it's probably just over 400g.
The hard anodized rim surface seems quite hard.
When you run the truing stand gauge over it, you can tell how hard or soft an aluminum rim is by the sound,
and this one is on the harder side.
The final model GP4 that came after this
ended up at 480g nominal, just under 500g actual — completely different.
As a sturdy training rim it's "a good rim,"
but I'm personally not happy about it calling itself a GP4.
The spokes before rebuilding
were both sides #15 Competition (1.8–1.6–1.8mm),
laced 6–6 reverse Italian on both sides.
The hub is a Campagnolo 8-speed freewheel body.
Shimano changes freewheel body specs between 7-speed and 8/9/10-speed, then again at 11-speed,
but Campagnolo does it at 8-speed and then 9/10/11-speed.
The customer wanted to upgrade this to Campagnolo 11-speed.
The spoke tension was extremely well set for this configuration.
Even if I laced it myself with the same materials and method, I'd probably get the same result.
↑The spoke length was on the short side.
In places the rim cement had sunk down and created what looked like bedding.
Some people deliberately drip rim cement onto the eyelets hoping to prevent loosening,
but I don't think it has much effect.
The threadlocker was the type that hardens brittle.
This prevents initial loosening of the nipples,
but its effectiveness drops significantly once you adjust and turn a nipple.
Before rebuilding the nipples were brass,
but after rebuilding I switched them to aluminum.
Built it up.
Evolite 32H hub, semi-comp 4/6 laced.
I couldn't manage 8-spoke lacing on the non-freewheel side due to spoke length limitations.
I'll do the bracing later.
Even without bracing, it's much stiffer than before rebuilding.
Getting this much tension on a rim this light is thanks to the hard anodizing.
A customer left me a rear wheel with a GP4 rim.
A Mavic GP4 from the red label era.
The rim is nominally 400g, but when I disassembled it and weighed it, I got 415g actual.
Accounting for the rim cement stuck on, it's probably just over 400g.
The hard anodized rim surface seems quite hard.
When you run the truing stand gauge over it, you can tell how hard or soft an aluminum rim is by the sound,
and this one is on the harder side.
The final model GP4 that came after this
ended up at 480g nominal, just under 500g actual — completely different.
As a sturdy training rim it's "a good rim,"
but I'm personally not happy about it calling itself a GP4.
The spokes before rebuilding
were both sides #15 Competition (1.8–1.6–1.8mm),
laced 6–6 reverse Italian on both sides.
The hub is a Campagnolo 8-speed freewheel body.
Shimano changes freewheel body specs between 7-speed and 8/9/10-speed, then again at 11-speed,
but Campagnolo does it at 8-speed and then 9/10/11-speed.
The customer wanted to upgrade this to Campagnolo 11-speed.
The spoke tension was extremely well set for this configuration.
Even if I laced it myself with the same materials and method, I'd probably get the same result.
↑The spoke length was on the short side.
In places the rim cement had sunk down and created what looked like bedding.
Some people deliberately drip rim cement onto the eyelets hoping to prevent loosening,
but I don't think it has much effect.
The threadlocker was the type that hardens brittle.
This prevents initial loosening of the nipples,
but its effectiveness drops significantly once you adjust and turn a nipple.
Before rebuilding the nipples were brass,
but after rebuilding I switched them to aluminum.
Built it up.
Evolite 32H hub, semi-comp 4/6 laced.
I couldn't manage 8-spoke lacing on the non-freewheel side due to spoke length limitations.
I'll do the bracing later.
Even without bracing, it's much stiffer than before rebuilding.
Getting this much tension on a rim this light is thanks to the hard anodizing.