Another day of wheel work (and so on).
Continuing from yesterday.
I'm rebuilding the rear wheel on the CL50.
Rovar 16+8H hub, all-black competition lacing equivalent.
There was virtually no centering drift.
On the freewheel side it was less than a sheet of paper, just the slightest bit off,
which might be due to wear from years of use,
but it's within the tolerance that passes inspection on any pre-built wheel.
Built.
I went with a half CX Sprint build.
I'll do the lacing later.
This is a reverse asymmetric diameter build as a counterbalance to the left-right asymmetric spoke count,
so the freewheel side is CX-RAY and the non-freewheel side is CX Sprint.
Just to be clear—the lacing goes on the freewheel side.
Hypothetically, if this wheel were CL (all-competition lacing) instead of CLX (all aero-lite),
and assuming the baseline condition that wheel center is true,
it would be impossible to reduce spoke deformation resistance to this extent on the freewheel side
with a 65% spoke weight ratio without lacing.
If that were possible, you'd just tension the off-the-shelf CLX50
with extra tightening.
And the reason you can't do that is because in the stock state, the non-freewheel side spokes are tensioned right up to the limit,
leaving almost no room for additional tightening beyond what's already there,
so you can't tension the looser freewheel side (which is only this mushy on Rovar disc brake rear wheels)
while maintaining wheel center.
The freewheel side being looser is also heavily influenced by the fact that we're using tangent lacing
because we're nervous about the disc rotor on the non-freewheel side.
If you're going to keep reusing the rim and rear hub, the only way to increase the tension range on the freewheel side
is with a reverse asymmetric diameter build.
This rear wheel is 24H, but the rim has hole drilling for 2:1 lacing,
so you can't build it with a left-right equal-spoke rear hub.
Since this wheel is actually CL50 and not CLX50,
when you do a half CX Sprint conversion, even with black spokes,
you're replacing all the spokes on both sides.
CLX50 and CL50 seem to use the same rim except for the labeling,
but this time the rear rim came in on the heavier side.
Specific measured weight? No way I'm telling you that.
↑wow, this guy has an attitude problem
Sorry for the wait! Please take a look at this image!
Front rim!
Rear rim!
↑Stop it!
Continuing from yesterday.
I'm rebuilding the rear wheel on the CL50.
Rovar 16+8H hub, all-black competition lacing equivalent.
There was virtually no centering drift.
On the freewheel side it was less than a sheet of paper, just the slightest bit off,
which might be due to wear from years of use,
but it's within the tolerance that passes inspection on any pre-built wheel.
Built.
I went with a half CX Sprint build.
I'll do the lacing later.
This is a reverse asymmetric diameter build as a counterbalance to the left-right asymmetric spoke count,
so the freewheel side is CX-RAY and the non-freewheel side is CX Sprint.
Just to be clear—the lacing goes on the freewheel side.
Hypothetically, if this wheel were CL (all-competition lacing) instead of CLX (all aero-lite),
and assuming the baseline condition that wheel center is true,
it would be impossible to reduce spoke deformation resistance to this extent on the freewheel side
with a 65% spoke weight ratio without lacing.
If that were possible, you'd just tension the off-the-shelf CLX50
with extra tightening.
And the reason you can't do that is because in the stock state, the non-freewheel side spokes are tensioned right up to the limit,
leaving almost no room for additional tightening beyond what's already there,
so you can't tension the looser freewheel side (which is only this mushy on Rovar disc brake rear wheels)
while maintaining wheel center.
The freewheel side being looser is also heavily influenced by the fact that we're using tangent lacing
because we're nervous about the disc rotor on the non-freewheel side.
If you're going to keep reusing the rim and rear hub, the only way to increase the tension range on the freewheel side
is with a reverse asymmetric diameter build.
This rear wheel is 24H, but the rim has hole drilling for 2:1 lacing,
so you can't build it with a left-right equal-spoke rear hub.
Since this wheel is actually CL50 and not CLX50,
when you do a half CX Sprint conversion, even with black spokes,
you're replacing all the spokes on both sides.
CLX50 and CL50 seem to use the same rim except for the labeling,
but this time the rear rim came in on the heavier side.
Specific measured weight? No way I'm telling you that.
↑wow, this guy has an attitude problem
Sorry for the wait! Please take a look at this image!
Front rim!
Rear rim!
↑Stop it!