Today it's wheels again (and so on).
A customer brought me a wheel built with Ambrosio Excela Light rims and
White Industries T11 hubs.
The customer lives in Canada but is visiting Japan for summer vacation
and wants to have this wheel rebuilt during that time.
Not only that, they wanted to watch while I build the wheel,
so they came by today now that the spokes are ready.
T11 hub, 32H, fully revolved, Italian lacing or reverse Italian lacing.
It's a matter of how you interpret this lacing pattern, but
The T11 hub differs from the H2 hub in that
when you position the hub adjustment mechanism on the left side, the logo doesn't appear upside down from above,
so it's better to interpret it as Italian lacing.
Besides, since the rear wheel is Italian laced,
we can safely say the front wheel is also Italian laced.
DT Revolution spokes come with aluminum nipples, not brass nipples.
But this front wheel was built with brass nipples.
I'm rebuilding with Sapim CX-RAY spokes,
but since the spoke density doesn't change, there's no weight savings from the spokes themselves.
The lacing pattern (and thus spoke length) is the same too, so
the weight will go up or down by just a few grams.
By switching to aluminum nipples, we get about 22g of weight savings.
What's different about CX-RAY is that work hardening means
the tension at which creeping occurs is above the rim's limit,
so it becomes effectively unlimited,
allowing me to build a stiffer wheel than before.
But honestly, the original build was tensioned impressively high with Revolution spokes.
However, it turns out the original state as built by the Canadian shop was abnormally loose.
After having it retensioned once, it even touched the frame on the front wheel,
so the customer tightened it themselves.
There was some centering issue, but since the customer was the last one to touch it, that's fine.
Built it.
T11 hub, 32H, CX-RAY, fully revolved Italian lacing.
Next, the rear wheel. The hub is T11, 32H,
and the rear wheel is fully Competizione, revolved, Italian laced.
The anti-freewheel side is a bit wobbly and loose, but
The centering was way off.
Since the customer didn't touch the rear wheel, this was the original state.
Given the direction of this offset, it looks like someone tightened just the anti-freewheel side from a centered position,
so if the freewheel side tension has hit its ceiling, loosening the anti-freewheel side is the only option.
Actually, it hasn't hit the ceiling, but
even if we could center it by tightening the freewheel side,
there's not much more we can do from there.
I've written this before, but the T11 hub, despite being high-low flange,
has that advantage completely negated by how tight the cup is,
making it no different from a regular hub,
or rather worse (larger left-right spoke tension difference).
The freewheel side spoke length is short.
With a non-high-low-flange hub, equal-lacing from both sides would result in about 2mm spoke length difference,
so you might think "did they just lazily use the same spoke length on both sides?", but
with this hub, even with equal-lacing the difference comes to about 5mm,
so this difference was calculated individually.
The anti-freewheel side is "slightly short but within proper range",
so there doesn't seem to be any particular preference for building with slightly shorter length.
Built it.
T11 hub, 32H, semi-Competizione, 4-6 lacing with tying.
With perfect centering and before tying,
I had the customer confirm that the anti-freewheel side is more tensioned than before rebuilding.
And also how much it transforms further after tying.
↑Outside the freewheel side flange.
I'm threading Sapim spokes through the original Sapim holes,
but since the 4-spoke and 6-spoke patterns differ, you can see the original spoke marks.
↑Outside the anti-freewheel side flange.
I thread Sapim spokes through the original anti-Sapim holes,
so the original Sapim marks appear in the hole next to the new Sapim spoke.
A customer brought me a wheel built with Ambrosio Excela Light rims and
White Industries T11 hubs.
The customer lives in Canada but is visiting Japan for summer vacation
and wants to have this wheel rebuilt during that time.
Not only that, they wanted to watch while I build the wheel,
so they came by today now that the spokes are ready.
T11 hub, 32H, fully revolved, Italian lacing or reverse Italian lacing.
It's a matter of how you interpret this lacing pattern, but
The T11 hub differs from the H2 hub in that
when you position the hub adjustment mechanism on the left side, the logo doesn't appear upside down from above,
so it's better to interpret it as Italian lacing.
Besides, since the rear wheel is Italian laced,
we can safely say the front wheel is also Italian laced.
DT Revolution spokes come with aluminum nipples, not brass nipples.
But this front wheel was built with brass nipples.
I'm rebuilding with Sapim CX-RAY spokes,
but since the spoke density doesn't change, there's no weight savings from the spokes themselves.
The lacing pattern (and thus spoke length) is the same too, so
the weight will go up or down by just a few grams.
By switching to aluminum nipples, we get about 22g of weight savings.
What's different about CX-RAY is that work hardening means
the tension at which creeping occurs is above the rim's limit,
so it becomes effectively unlimited,
allowing me to build a stiffer wheel than before.
But honestly, the original build was tensioned impressively high with Revolution spokes.
However, it turns out the original state as built by the Canadian shop was abnormally loose.
After having it retensioned once, it even touched the frame on the front wheel,
so the customer tightened it themselves.
There was some centering issue, but since the customer was the last one to touch it, that's fine.
Built it.
T11 hub, 32H, CX-RAY, fully revolved Italian lacing.
Next, the rear wheel. The hub is T11, 32H,
and the rear wheel is fully Competizione, revolved, Italian laced.
The anti-freewheel side is a bit wobbly and loose, but
The centering was way off.
Since the customer didn't touch the rear wheel, this was the original state.
Given the direction of this offset, it looks like someone tightened just the anti-freewheel side from a centered position,
so if the freewheel side tension has hit its ceiling, loosening the anti-freewheel side is the only option.
Actually, it hasn't hit the ceiling, but
even if we could center it by tightening the freewheel side,
there's not much more we can do from there.
I've written this before, but the T11 hub, despite being high-low flange,
has that advantage completely negated by how tight the cup is,
making it no different from a regular hub,
or rather worse (larger left-right spoke tension difference).
The freewheel side spoke length is short.
With a non-high-low-flange hub, equal-lacing from both sides would result in about 2mm spoke length difference,
so you might think "did they just lazily use the same spoke length on both sides?", but
with this hub, even with equal-lacing the difference comes to about 5mm,
so this difference was calculated individually.
The anti-freewheel side is "slightly short but within proper range",
so there doesn't seem to be any particular preference for building with slightly shorter length.
Built it.
T11 hub, 32H, semi-Competizione, 4-6 lacing with tying.
With perfect centering and before tying,
I had the customer confirm that the anti-freewheel side is more tensioned than before rebuilding.
And also how much it transforms further after tying.
↑Outside the freewheel side flange.
I'm threading Sapim spokes through the original Sapim holes,
but since the 4-spoke and 6-spoke patterns differ, you can see the original spoke marks.
↑Outside the anti-freewheel side flange.
I thread Sapim spokes through the original anti-Sapim holes,
so the original Sapim marks appear in the hole next to the new Sapim spoke.