Another day of wheel work (hereinafter abbreviated).
A customer brought in a rear wheel that was a Ksilium Carbon SL Autoroute.
Huh, the blue sticker's peeled off. Well, that's fine.
This wheel was previously worked on at our shop—
we changed it from Ksilium Carbon SL C square aero spokes
to Ksilium Pro Carbon UST thin elliptical aero spokes
(→here).
This time, the request was to revert the non-drive side spokes back to the original and lace the final crossover.
I removed only the non-drive side spokes.
I'm keeping the nipples secured with tape so they don't fall inside the rim.
The reason I'm not doing a full disassembly is that the lateral truing position of the drive-side spokes and the spoke tension at the point when the wheel is centered function as a guide, making reassembly faster than a complete rebuild.
↑Removed SL UST spokes
↑SL C spokes to go back in
Exactly the same weight as the ones in the linked article.
The spoke specific gravity is also documented there.
Technically it's a very slightly different-diameter build, but I think if the difference is around 3%, even reverse different-diameter is acceptable.
After swapping the non-drive side spokes and aligning them to where the spoke threads just barely hide under the nipple, there's this amount of center deviation.
From here, just tightening the non-drive side should bring the wheel to center—most of the work is already done.
I tightened the non-drive side exactly two full turns.
After another two turns of tightening, I went a bit too far.
The direction of the center deviation has reversed.
Rather than continuing to tighten the drive side, I brought it back to center by loosening the non-drive side and did fine truing.
Since the replaced spokes have essentially the same specific gravity as the originals, once the non-drive side is tightened enough to center the wheel, the deformation of the drive-side spokes should be nearly identical to before.
I barely touched the drive-side nipples. I only adjusted two spots specifically for lateral truing, and that took about 30 seconds of the rebuild time.
Done.
And I laced the final crossover too.
Actually, before the rebuild and in the suspended state before that, the final crossover wasn't laced, but I wove it in for the lacing work.
I didn't peel off the rim tape either.
Whether this work counts as another day of wheel work (hereinafter abbreviated)—according to the "Wheel Work (Hereinafter Abbreviated) Law" as amended from Reiwa 4, this qualifies.
A customer brought in a rear wheel that was a Ksilium Carbon SL Autoroute.
Huh, the blue sticker's peeled off. Well, that's fine.
This wheel was previously worked on at our shop—
we changed it from Ksilium Carbon SL C square aero spokes
to Ksilium Pro Carbon UST thin elliptical aero spokes
(→here).
This time, the request was to revert the non-drive side spokes back to the original and lace the final crossover.
I removed only the non-drive side spokes.
I'm keeping the nipples secured with tape so they don't fall inside the rim.
The reason I'm not doing a full disassembly is that the lateral truing position of the drive-side spokes and the spoke tension at the point when the wheel is centered function as a guide, making reassembly faster than a complete rebuild.
↑Removed SL UST spokes
↑SL C spokes to go back in
Exactly the same weight as the ones in the linked article.
The spoke specific gravity is also documented there.
Technically it's a very slightly different-diameter build, but I think if the difference is around 3%, even reverse different-diameter is acceptable.
After swapping the non-drive side spokes and aligning them to where the spoke threads just barely hide under the nipple, there's this amount of center deviation.
From here, just tightening the non-drive side should bring the wheel to center—most of the work is already done.
I tightened the non-drive side exactly two full turns.
After another two turns of tightening, I went a bit too far.
The direction of the center deviation has reversed.
Rather than continuing to tighten the drive side, I brought it back to center by loosening the non-drive side and did fine truing.
Since the replaced spokes have essentially the same specific gravity as the originals, once the non-drive side is tightened enough to center the wheel, the deformation of the drive-side spokes should be nearly identical to before.
I barely touched the drive-side nipples. I only adjusted two spots specifically for lateral truing, and that took about 30 seconds of the rebuild time.
Done.
And I laced the final crossover too.
Actually, before the rebuild and in the suspended state before that, the final crossover wasn't laced, but I wove it in for the lacing work.
I didn't peel off the rim tape either.
Whether this work counts as another day of wheel work (hereinafter abbreviated)—according to the "Wheel Work (Hereinafter Abbreviated) Law" as amended from Reiwa 4, this qualifies.