Another day with wheels (and so on).
I rebuilt the rear wheel, which pairs with the front wheel of that old Crest rim I worked on the other day.
The original hub was an FH-M975 from the 970-series XTR,
32H fully-laced JIS assembly.
With the 970-series hubs,
the M970 is for rim brakes with no disc mount and has a 135mm quick-release,
and the M975 is a disc hub with a 135mm quick-release.
In other words, there's no through-axle hub option.
With the next 980-series,
the M985 is a disc hub with a 135mm quick-release,
and the M988 is a disc hub with a 142mm through-axle.
There's no hub with the part number M980
(though it exists for derailleurs, shifters, and complete wheelsets).
The FH-M985 and M988 have different freebody part numbers,
and the mounting surface diameter on the hub side is also different (confirmed),
so you can't retrofit an M985 hub to M988 specs later.
With the next M9000-series,
the M9000 is a disc hub with a 135mm quick-release,
the M9010 is a disc hub with a 142mm through-axle,
and the M9010-B is a disc hub with a 148mm through-axle
in the BOOST standard.
These three have the same freebody part numbers,
but the M9000 and M9010 have a flange width of 57.4mm,
while the M9010-B has a flange width of 63.4mm, so
the BOOST-standard hub increases the flange width by 6mm to match
the increased end width—it's meticulous engineering.
If the M9000 and M9010 have identical hub bodies aside from flange width,
you could theoretically switch between quick-release and through-axle
with just a hub shaft swap and hub overhaul-level effort,
but whether that actually works is unconfirmed.
The customer wants to swap a DT 240S hub to 142mm through-axle and 135mm quick-release
by swapping the press-fit ends,
but I rushed to order the hub the day before yesterday, so it was touch-and-go whether it'd arrive today.
Osaka shipping has been backed up due to the G20 summit impact.
→Fortunately, we made it in time.
The front wheel had turquoise aluminum nipples,
but the rear wheel had apparently loosened at some point,
so the shop that originally built it re-laced it with brass nipples.
It's possible they used a different lacing pattern than the front wheel.
There was so much centering deviation that it can't be explained by age alone.
Non-drive side
Drive side
Non-drive side
Drive side
The spokes on the non-drive side are shorter.
Since it's the same number of spokes on both sides, they might have just reused spokes of the same length.
Yeah, that's pretty sloppy work.
It's built.
DT 240S hub, 32H, semi-competition four-cross JIS assembly.
I'll do the truing later.
Currently it's 142mm through-axle spec,
but by swapping the end, it can also work as 135mm quick-release,
and the wheel center won't change either way.
The parts for that are already in stock.
I could have potentially reused the original fully-laced spokes on the drive side by cutting them for the four-cross pattern, but I didn't.
The DT 240S hub has slightly narrow flanges, and measured
the Shimano way (outer-to-outer, same as my measurement method),
it comes to just under 56mm.
If I were to use an adapter to make it BOOST-spec,
the flange width wouldn't increase by 6mm, so
the fact that the M9010-B hub body is purpose-designed
makes sense as the trade-off for its lack of versatility.
This job is equivalent to swapping M9000 to M9010 specs,
so I'm not losing flange width either way.
The centering is spot on, just to be sure.
I rebuilt the rear wheel, which pairs with the front wheel of that old Crest rim I worked on the other day.
The original hub was an FH-M975 from the 970-series XTR,
32H fully-laced JIS assembly.
With the 970-series hubs,
the M970 is for rim brakes with no disc mount and has a 135mm quick-release,
and the M975 is a disc hub with a 135mm quick-release.
In other words, there's no through-axle hub option.
With the next 980-series,
the M985 is a disc hub with a 135mm quick-release,
and the M988 is a disc hub with a 142mm through-axle.
There's no hub with the part number M980
(though it exists for derailleurs, shifters, and complete wheelsets).
The FH-M985 and M988 have different freebody part numbers,
and the mounting surface diameter on the hub side is also different (confirmed),
so you can't retrofit an M985 hub to M988 specs later.
With the next M9000-series,
the M9000 is a disc hub with a 135mm quick-release,
the M9010 is a disc hub with a 142mm through-axle,
and the M9010-B is a disc hub with a 148mm through-axle
in the BOOST standard.
These three have the same freebody part numbers,
but the M9000 and M9010 have a flange width of 57.4mm,
while the M9010-B has a flange width of 63.4mm, so
the BOOST-standard hub increases the flange width by 6mm to match
the increased end width—it's meticulous engineering.
If the M9000 and M9010 have identical hub bodies aside from flange width,
you could theoretically switch between quick-release and through-axle
with just a hub shaft swap and hub overhaul-level effort,
but whether that actually works is unconfirmed.
The customer wants to swap a DT 240S hub to 142mm through-axle and 135mm quick-release
by swapping the press-fit ends,
but I rushed to order the hub the day before yesterday, so it was touch-and-go whether it'd arrive today.
Osaka shipping has been backed up due to the G20 summit impact.
→Fortunately, we made it in time.
The front wheel had turquoise aluminum nipples,
but the rear wheel had apparently loosened at some point,
so the shop that originally built it re-laced it with brass nipples.
It's possible they used a different lacing pattern than the front wheel.
There was so much centering deviation that it can't be explained by age alone.
Non-drive side
Drive side
Non-drive side
Drive side
The spokes on the non-drive side are shorter.
Since it's the same number of spokes on both sides, they might have just reused spokes of the same length.
Yeah, that's pretty sloppy work.
It's built.
DT 240S hub, 32H, semi-competition four-cross JIS assembly.
I'll do the truing later.
Currently it's 142mm through-axle spec,
but by swapping the end, it can also work as 135mm quick-release,
and the wheel center won't change either way.
The parts for that are already in stock.
I could have potentially reused the original fully-laced spokes on the drive side by cutting them for the four-cross pattern, but I didn't.
The DT 240S hub has slightly narrow flanges, and measured
the Shimano way (outer-to-outer, same as my measurement method),
it comes to just under 56mm.
If I were to use an adapter to make it BOOST-spec,
the flange width wouldn't increase by 6mm, so
the fact that the M9010-B hub body is purpose-designed
makes sense as the trade-off for its lack of versatility.
This job is equivalent to swapping M9000 to M9010 specs,
so I'm not losing flange width either way.
The centering is spot on, just to be sure.