Today, wheels again (and so on).
The wheel I built today is for the same customer as yesterday's old Aero 1, but
they also asked me to overhaul the 7400 Dura-Ace hub, so I did that.
Inside the dust cap there's a white ring that looks like Delrin,
and when you turn the dust cap, there's a position where the hole in the white ring lines up,
so you can actually inject grease with a grease gun.
Since I took it apart and regreased it, it doesn't matter this time,
but you need to check whether the hole in the dust cap being white means it's actually open or blocked.
Today, wheels again (and so on).
Today's wheel uses a 6400 hub.
That's 600-level groupset, and
the progression goes 600 → 600 Altegra → Altegra,
so it's the next grade down from Dura-Ace.
Shimano Santo? Yeah, there was that between Dura and Altegra.
Based on how the hub spins, I didn't feel it needed disassembly,
but the customer wanted it done and it's been sitting untouched for a long time,
so I went ahead with the overhaul.
The cone races are clean and even, with no pitting.
Unlike the Dura-Ace from earlier, this hub came as a bare unit,
so my theory was that if I adjusted the bearing play on the slightly tight side,
the spoke tension would bring it to just the right feel... and that mostly worked out,
though I did need to make a small adjustment afterwards.
I'm glad I overhauled the rear hub.
The dust cap says FH-6401, and
6401 should have an overlock nut dimension of 126mm with a 7-speed freehub,
but this hub appears to have had the internals swapped with a 6402, making it 130mm/8-speed.
In other words, Shimano back then didn't abandon earlier-spec users—
they actually supported them properly.
Someone might say "the user just swapped the parts themselves,"
but 7900 hubs won't accept 9000 freebodies (→here),
so converting a 10-speed hub to 11-speed the way you can convert a 7-speed to 8-speed is impossible.
What's different is that Shimano deliberately built in a trap that prevents users from doing it themselves.
The rim is an Ambrosio Montreal,
but it's completely different from the current model of the same name (480g).
In this condition, it's 358g + 360g.
The way a rim with the same name can become a completely different, heavier version
is similar to what happened with Mavic's GP4.
Besides Montreal, there's also Métadal Oro (gold medal),
and even though it's an Italian manufacturer, here they used French.
(French → médaille, Italian → medaglia)
There was a foreign object inside the rim, but
since this is a double-eyelet rim, there's no exit except the valve hole.
Looking inside the rim, the eyelets with offset holes stand like
pillars alternating left and right down a long corridor,
and I had to thread the debris through them like a needle to guide it to the valve hole.
And out came this.
The tread-like pattern on the tire seating surface is something you often see on older rims—
it's a surface treatment to improve cement adhesion.
This one's pretty subtle, though.
The rim seam is joined with a plate-type joint and further secured with a pin.
This pin goes all the way through to the inner circumference,
but as I've written before, the rim's sticker does the job of hiding
these marks.
The other one didn't get one. Come on, apply them properly.
Built.
HB-6400, 32H, CX-RAY Lombardi lacing.
I can mention it since it's the same customer as the old Aero 1 rim,
but this heavier rim actually has lower spoke tension tolerance than that one.
Probably with spoke-ratio-about-65% round-butted spokes like
DT Revolution or Sapim Laser, I can still finish the wheel build
before any wobble starts to happen.
Revolution and CX-RAY have almost identical spoke ratios,
to the point where 100-spoke bundles of the same length differ by less than 1g.
In other words, if the spokes in this front wheel were swapped for Revolution,
the wheel weight wouldn't change.
(Of course the difference in how round vs elliptical aero the butted sections are
affects the wheel's resistance to deformation front-to-back and side-to-side,
plus aerodynamic effects)
I do keep some Revolution on hand for lacing old rims like this,
but this time I went with CX-RAY.
As it turned out, I got more tension than expected,
though not quite as much as the old Aero 1.
If I'd built it with Revolution and wobble started, honestly
it probably would've just barely not happened.
With spoke tension applied, the rim gap has decreased.
I couldn't get to the rear wheel today.
I could prepare the anti-freewheel 16 spokes if I either
accepted 1mm discrepancy in spoke length (0.7mm before rounding),
or slightly exceeded CX-RAY's internal cutting limit of "minus 6mm,"
but I don't want to regret doing something like that, so I'm giving up for now.
I was planning to build just the rear wheel for Nomunlabo wheel #2 with a Leaf hub, black semi-competizione lacing,
but a customer crashed in Utsunomiya and bent the frame dropout,
and a customer (technically) showed up at 22:30 at night asking me to true-check 4 wheels,
so I couldn't get to it.
I did it anyway since I hate the shop getting cramped with stored stuff,
but please don't just drop in unannounced at that hour
with the assumption that we'll obviously be here.
The wheel I built today is for the same customer as yesterday's old Aero 1, but
they also asked me to overhaul the 7400 Dura-Ace hub, so I did that.
Inside the dust cap there's a white ring that looks like Delrin,
and when you turn the dust cap, there's a position where the hole in the white ring lines up,
so you can actually inject grease with a grease gun.
Since I took it apart and regreased it, it doesn't matter this time,
but you need to check whether the hole in the dust cap being white means it's actually open or blocked.
Today, wheels again (and so on).
Today's wheel uses a 6400 hub.
That's 600-level groupset, and
the progression goes 600 → 600 Altegra → Altegra,
so it's the next grade down from Dura-Ace.
Based on how the hub spins, I didn't feel it needed disassembly,
but the customer wanted it done and it's been sitting untouched for a long time,
so I went ahead with the overhaul.
The cone races are clean and even, with no pitting.
Unlike the Dura-Ace from earlier, this hub came as a bare unit,
so my theory was that if I adjusted the bearing play on the slightly tight side,
the spoke tension would bring it to just the right feel... and that mostly worked out,
though I did need to make a small adjustment afterwards.
I'm glad I overhauled the rear hub.
The dust cap says FH-6401, and
6401 should have an overlock nut dimension of 126mm with a 7-speed freehub,
but this hub appears to have had the internals swapped with a 6402, making it 130mm/8-speed.
In other words, Shimano back then didn't abandon earlier-spec users—
they actually supported them properly.
Someone might say "the user just swapped the parts themselves,"
but 7900 hubs won't accept 9000 freebodies (→here),
so converting a 10-speed hub to 11-speed the way you can convert a 7-speed to 8-speed is impossible.
What's different is that Shimano deliberately built in a trap that prevents users from doing it themselves.
The rim is an Ambrosio Montreal,
but it's completely different from the current model of the same name (480g).
In this condition, it's 358g + 360g.
The way a rim with the same name can become a completely different, heavier version
is similar to what happened with Mavic's GP4.
Besides Montreal, there's also Métadal Oro (gold medal),
and even though it's an Italian manufacturer, here they used French.
(French → médaille, Italian → medaglia)
There was a foreign object inside the rim, but
since this is a double-eyelet rim, there's no exit except the valve hole.
Looking inside the rim, the eyelets with offset holes stand like
pillars alternating left and right down a long corridor,
and I had to thread the debris through them like a needle to guide it to the valve hole.
And out came this.
The tread-like pattern on the tire seating surface is something you often see on older rims—
it's a surface treatment to improve cement adhesion.
This one's pretty subtle, though.
The rim seam is joined with a plate-type joint and further secured with a pin.
This pin goes all the way through to the inner circumference,
but as I've written before, the rim's sticker does the job of hiding
these marks.
The other one didn't get one. Come on, apply them properly.
Built.
HB-6400, 32H, CX-RAY Lombardi lacing.
I can mention it since it's the same customer as the old Aero 1 rim,
but this heavier rim actually has lower spoke tension tolerance than that one.
Probably with spoke-ratio-about-65% round-butted spokes like
DT Revolution or Sapim Laser, I can still finish the wheel build
before any wobble starts to happen.
Revolution and CX-RAY have almost identical spoke ratios,
to the point where 100-spoke bundles of the same length differ by less than 1g.
In other words, if the spokes in this front wheel were swapped for Revolution,
the wheel weight wouldn't change.
(Of course the difference in how round vs elliptical aero the butted sections are
affects the wheel's resistance to deformation front-to-back and side-to-side,
plus aerodynamic effects)
I do keep some Revolution on hand for lacing old rims like this,
but this time I went with CX-RAY.
As it turned out, I got more tension than expected,
though not quite as much as the old Aero 1.
If I'd built it with Revolution and wobble started, honestly
it probably would've just barely not happened.
With spoke tension applied, the rim gap has decreased.
I couldn't get to the rear wheel today.
I could prepare the anti-freewheel 16 spokes if I either
accepted 1mm discrepancy in spoke length (0.7mm before rounding),
or slightly exceeded CX-RAY's internal cutting limit of "minus 6mm,"
but I don't want to regret doing something like that, so I'm giving up for now.
but a customer crashed in Utsunomiya and bent the frame dropout,
and a customer (technically) showed up at 22:30 at night asking me to true-check 4 wheels,
so I couldn't get to it.
I did it anyway since I hate the shop getting cramped with stored stuff,
but please don't just drop in unannounced at that hour
with the assumption that we'll obviously be here.