More wheel work today (long story short).
Continuing from the other day.
I disassembled the rear wheel with the Velocity small-diameter rim
and built the rear wheel for Nomu Lab Wheel No. 5
using a Chris King hub.
R45 hub, 28H, semi-comp 4x6 Italian lacing.
I'll do the truing later.
Why did I go out of my way to specify
4x6 "Italian" lacing when I don't usually emphasize it?
First, I orient the hub with its flanges pointing up and down,
and thread one spoke through the top flange from above.
This becomes an anti-cross spoke.
Next, threading a spoke through the bottom flange from above—
if it goes through a hole shifted to the right relative to the first spoke, that's "right drop,"
and if it goes through a hole shifted to the left, that's "left drop."
In the diagram above, it's right drop, and whether you drop right or left,
this spoke becomes a cross spoke.
When the valve hole doesn't land at the final crossing position
and you're building the wheel as a true-rim wheel,
with 4x4 JIS lacing the first move is right drop,
with 4x4 Italian lacing the first move is left drop,
but with 4x6 Italian lacing the first move is right drop.
So even though the spoke length on the non-freewheel side differs,
looking just at this initial right-drop configuration,
4x4 JIS lacing and 4x6 Italian lacing are the same.
And in this case, the wheel was 4x4 JIS before rebuilding
and 4x6 Italian after.
The most common conversion for rim-brake rear wheels
is 4x4 Italian to 4x6 Italian lacing, but
in that case, if one flange's cross/anti-cross spoke hole relationship
stays the same as before rebuilding,
then the other flange's initial right drop/left drop reverses,
so the cross and anti-cross spoke holes flip.
↑This is the non-freewheel-side flange viewed from the outside, and
probably because the original wheel had a small-diameter rim,
despite the steep spoke angles,
to get the spoke heads to seat better,
someone had scraped certain holes with a drill bit
on alternating sides when viewed from the flange—
the side where the spoke head would be visible.
This isn't too bad on the flange exterior, but
on the flange interior it's pretty rough.
If you're going to do it, at least do it neatly.
So on the non-freewheel side, contrary to the intent of that modification,
I've threaded an anti-cross spoke through the hole
where a cross spoke head should've gone.
If the original had been 4x4 Italian lacing, this would've meant
"after converting to 4x6 Italian lacing,
the freewheel side's cross/anti-cross holes remain the same as original
and only the non-freewheel side reverses,"
but since the original was 4x4 JIS,
the cross/anti-cross holes on both flanges are now reversed.
The reason I didn't respect the intent of that modification
and threaded what would become an anti-cross spoke
through the original cross spoke hole on the freewheel side was...
...because the phase of the hub shell visible through the valve hole
came closest to the exact center
of the hub shell's markings with that first move.
I haven't verified this, but the original state probably had
the hub shell phase visible through the valve hole
offset from what's shown in the image above.
Continuing from the other day.
I disassembled the rear wheel with the Velocity small-diameter rim
and built the rear wheel for Nomu Lab Wheel No. 5
using a Chris King hub.
R45 hub, 28H, semi-comp 4x6 Italian lacing.
I'll do the truing later.
Why did I go out of my way to specify
4x6 "Italian" lacing when I don't usually emphasize it?
First, I orient the hub with its flanges pointing up and down,
and thread one spoke through the top flange from above.
This becomes an anti-cross spoke.
Next, threading a spoke through the bottom flange from above—
if it goes through a hole shifted to the right relative to the first spoke, that's "right drop,"
and if it goes through a hole shifted to the left, that's "left drop."
In the diagram above, it's right drop, and whether you drop right or left,
this spoke becomes a cross spoke.
When the valve hole doesn't land at the final crossing position
and you're building the wheel as a true-rim wheel,
with 4x4 JIS lacing the first move is right drop,
with 4x4 Italian lacing the first move is left drop,
but with 4x6 Italian lacing the first move is right drop.
So even though the spoke length on the non-freewheel side differs,
looking just at this initial right-drop configuration,
4x4 JIS lacing and 4x6 Italian lacing are the same.
And in this case, the wheel was 4x4 JIS before rebuilding
and 4x6 Italian after.
The most common conversion for rim-brake rear wheels
is 4x4 Italian to 4x6 Italian lacing, but
in that case, if one flange's cross/anti-cross spoke hole relationship
stays the same as before rebuilding,
then the other flange's initial right drop/left drop reverses,
so the cross and anti-cross spoke holes flip.
↑This is the non-freewheel-side flange viewed from the outside, and
probably because the original wheel had a small-diameter rim,
despite the steep spoke angles,
to get the spoke heads to seat better,
someone had scraped certain holes with a drill bit
on alternating sides when viewed from the flange—
the side where the spoke head would be visible.
This isn't too bad on the flange exterior, but
on the flange interior it's pretty rough.
If you're going to do it, at least do it neatly.
So on the non-freewheel side, contrary to the intent of that modification,
I've threaded an anti-cross spoke through the hole
where a cross spoke head should've gone.
If the original had been 4x4 Italian lacing, this would've meant
"after converting to 4x6 Italian lacing,
the freewheel side's cross/anti-cross holes remain the same as original
and only the non-freewheel side reverses,"
but since the original was 4x4 JIS,
the cross/anti-cross holes on both flanges are now reversed.
The reason I didn't respect the intent of that modification
and threaded what would become an anti-cross spoke
through the original cross spoke hole on the freewheel side was...
...because the phase of the hub shell visible through the valve hole
came closest to the exact center
of the hub shell's markings with that first move.
I haven't verified this, but the original state probably had
the hub shell phase visible through the valve hole
offset from what's shown in the image above.