The other day, I installed a Zonda DB (a Campagnolo wheel model) that I'd converted from thru-axle to
quick-release (here) onto
Trek's FX3 crossbike.
When I mount Continental Grand Prix 5000 tires
to the rim, I align the label marking—
the Grand Prix 5000 (model name) side—
with the valve hole phase.
On the opposite side of the phase is the Continental (manufacturer name) marking.
But with Campagnolo wheels, if I do that,
the Campagnolo marking is on the valve hole side phase,
and the opposite phase has the Zonda marking, so
the valve hole phase ends up with wheel maker name / tire model name,
and the opposite phase has wheel model name / tire maker name—
so the manufacturer and model name markings don't line up.
Even so, I still align the Grand Prix 5000 marking
with the valve hole phase,
but if a customer's wheel had Continental on the valve hole side,
I respect their intention or the shop's decision in mounting it that way,
and when I remove the tire for inspection, I return it as it was originally.
As for the Bontrager tire,
as a specification I don't think exists anywhere else,
the "weight" (gravity) of the label text faces "outward."
The Campagnolo wheel text gravity is "one direction," so
when the wheel is laid down, Zonda is straight up and Campagnolo is straight down,
and both are oriented so you can read them in the correct direction.
This time the H2 Comp is a tire with just one label,
and when I positioned the label at the valve hole phase,
the rim marking and text orientation lined up,
so I placed the label at the valve hole phase.
If the text gravity were facing "inward" instead
and the tire sidewall marking were in only one place,
I might have aligned the label to the opposite phase of the valve hole,
toward the Zonda side.
My personal 63H Nomu Lab Wheel No.1 front wheel
Nomu Lab Wheel No.1 3-3-7,
has brass nipples,
and the actual measured weight is 1160g.
The gold rim and gold aluminum nipple version
that we sold in the past
weighs 1118g.
Both use a Gran Compe large flange front hub,
but this isn't a particularly light hub.
The actual weight difference between the FX3's stock wheel and the Zonda DB is:
The FX3 wheel has a 6-bolt rotor mount with bolts only,
rim tape included, rotor and sprocket removed,
while the Zonda DB doesn't need rim tape from the start,
and both rotor and rotor lockring and sprocket are removed.
↑Front wheel before/after
↑Rear wheel before/after
The original front wheel at 1071g was deliberately built on the heavy side as a joke—
it's as heavy as a rim brake front wheel.
The Zonda DB's stated weight is 1675g for both wheels combined in the same condition,
according to the manufacturer's website, but it's such a rough figure that
since the specs haven't changed since its debut in 2019,
when I looked at the catalog from back then it listed 786g for the front wheel and 889g for the rear,
and adding those gives 1675g, so
the stated weight hasn't changed.
The Sirocco DB, which came after the Zonda DB,
has a list price of ¥99,000 versus the Zonda DB's ¥109,000—just a ¥10,000 difference—
and compared to the Zonda DB's C17 WO rim, it has a C19 2WAY-FIT rim that's more current,
but the hub is quite different in that it's not cup-and-cone.
What's confusing is that in the past,
cup-and-cone hubs were clearly the higher-spec freewheel body,
while cartridge bearing hubs had the lower-spec freewheel body,
but the Sirocco DB has an upper-tier freewheel body, so
in Shimano spec it becomes a white aluminum freewheel body.
The front fork dropout slit is oriented forward,
so the front wheel pulls out to the front.
That's fine, but
the right fork end is just a round hole with no slit, and
the left fork end has a threaded part with a notch to prevent rotation,
which is bolted in place.
The quick-release component exists only in this section—
it's a standard called ThuSkew (ThruSkew).
Compared to regular quick-release,
it apparently reduces the play in disc brake adjustment
by using a clamping method that mimics a 5mm shaft thru-axle,
but when I closed the quick-release lever fairly firmly, its phase ended up
around 2 o'clock when viewed from the right side—
pointing forward, which is dangerous.
I didn't disassemble the left fork end part,
but it seems the thread starting phase can't be adjusted.
Since having the lever in that position is risky,
I adjusted it to close around 10 o'clock, between the fork blade and the fender stay,
but from the image above the lever cam feel is quite stiff, so
I couldn't advance the threads by 8 hours—
instead I backed it off by 4 hours to the 10 o'clock phase.
The disc rotor is a 6-bolt type for Shimano resin pads only,
so it can't be mounted directly to the Zonda DB's center-lock hub mount.
I could use a 6-bolt-to-center-lock adapter, but
sometimes the adapter costs more than the rotor itself, and
if I switch to a center-lock rotor in the future,
it becomes unnecessary, so I considered getting a new rotor,
but for various reasons, I went with an adapter this time.
By the way, this disc rotor's shape around the inner 6-bolt hole
interferes with the Campagnolo wheel's
externally threaded locking ring where the male threads are on the hub side,
so even using a rotor adapter,
it can't be mounted as-is.
How I dealt with it is a tale for another meal break.
quick-release (here) onto
Trek's FX3 crossbike.
When I mount Continental Grand Prix 5000 tires
to the rim, I align the label marking—
the Grand Prix 5000 (model name) side—
with the valve hole phase.
On the opposite side of the phase is the Continental (manufacturer name) marking.
But with Campagnolo wheels, if I do that,
the Campagnolo marking is on the valve hole side phase,
and the opposite phase has the Zonda marking, so
the valve hole phase ends up with wheel maker name / tire model name,
and the opposite phase has wheel model name / tire maker name—
so the manufacturer and model name markings don't line up.
Even so, I still align the Grand Prix 5000 marking
with the valve hole phase,
but if a customer's wheel had Continental on the valve hole side,
I respect their intention or the shop's decision in mounting it that way,
and when I remove the tire for inspection, I return it as it was originally.
As for the Bontrager tire,
as a specification I don't think exists anywhere else,
the "weight" (gravity) of the label text faces "outward."
The Campagnolo wheel text gravity is "one direction," so
when the wheel is laid down, Zonda is straight up and Campagnolo is straight down,
and both are oriented so you can read them in the correct direction.
This time the H2 Comp is a tire with just one label,
and when I positioned the label at the valve hole phase,
the rim marking and text orientation lined up,
so I placed the label at the valve hole phase.
If the text gravity were facing "inward" instead
and the tire sidewall marking were in only one place,
I might have aligned the label to the opposite phase of the valve hole,
toward the Zonda side.
My personal 63H Nomu Lab Wheel No.1 front wheel
Nomu Lab Wheel No.1 3-3-7,
has brass nipples,
and the actual measured weight is 1160g.
The gold rim and gold aluminum nipple version
that we sold in the past
weighs 1118g.
Both use a Gran Compe large flange front hub,
but this isn't a particularly light hub.
The actual weight difference between the FX3's stock wheel and the Zonda DB is:
The FX3 wheel has a 6-bolt rotor mount with bolts only,
rim tape included, rotor and sprocket removed,
while the Zonda DB doesn't need rim tape from the start,
and both rotor and rotor lockring and sprocket are removed.
↑Front wheel before/after
↑Rear wheel before/after
The original front wheel at 1071g was deliberately built on the heavy side as a joke—
it's as heavy as a rim brake front wheel.
The Zonda DB's stated weight is 1675g for both wheels combined in the same condition,
according to the manufacturer's website, but it's such a rough figure that
since the specs haven't changed since its debut in 2019,
when I looked at the catalog from back then it listed 786g for the front wheel and 889g for the rear,
and adding those gives 1675g, so
the stated weight hasn't changed.
The Sirocco DB, which came after the Zonda DB,
has a list price of ¥99,000 versus the Zonda DB's ¥109,000—just a ¥10,000 difference—
and compared to the Zonda DB's C17 WO rim, it has a C19 2WAY-FIT rim that's more current,
but the hub is quite different in that it's not cup-and-cone.
What's confusing is that in the past,
cup-and-cone hubs were clearly the higher-spec freewheel body,
while cartridge bearing hubs had the lower-spec freewheel body,
but the Sirocco DB has an upper-tier freewheel body, so
in Shimano spec it becomes a white aluminum freewheel body.
The front fork dropout slit is oriented forward,
so the front wheel pulls out to the front.
That's fine, but
the right fork end is just a round hole with no slit, and
the left fork end has a threaded part with a notch to prevent rotation,
which is bolted in place.
The quick-release component exists only in this section—
it's a standard called ThuSkew (ThruSkew).
Compared to regular quick-release,
it apparently reduces the play in disc brake adjustment
by using a clamping method that mimics a 5mm shaft thru-axle,
but when I closed the quick-release lever fairly firmly, its phase ended up
around 2 o'clock when viewed from the right side—
pointing forward, which is dangerous.
I didn't disassemble the left fork end part,
but it seems the thread starting phase can't be adjusted.
Since having the lever in that position is risky,
I adjusted it to close around 10 o'clock, between the fork blade and the fender stay,
but from the image above the lever cam feel is quite stiff, so
I couldn't advance the threads by 8 hours—
instead I backed it off by 4 hours to the 10 o'clock phase.
The disc rotor is a 6-bolt type for Shimano resin pads only,
so it can't be mounted directly to the Zonda DB's center-lock hub mount.
I could use a 6-bolt-to-center-lock adapter, but
sometimes the adapter costs more than the rotor itself, and
if I switch to a center-lock rotor in the future,
it becomes unnecessary, so I considered getting a new rotor,
but for various reasons, I went with an adapter this time.
By the way, this disc rotor's shape around the inner 6-bolt hole
interferes with the Campagnolo wheel's
externally threaded locking ring where the male threads are on the hub side,
so even using a rotor adapter,
it can't be mounted as-is.
How I dealt with it is a tale for another meal break.