Another wheel day (and so on).
A customer brought in a rear wheel laced with a 7700 Dura-Ace hub and
an Open Pro rim.
They wanted it rebuilt.
The rim is an Open Pro, but all the stickers had been removed.
Diametrically opposite the valve hole, rims like Ksyrium and others have
a yellow rectangular sticker with "ETRTO" and country of manufacture
covering everything except the brake zone—
that sticker also serves to hide the welding finish in this area.
FH-7700, 32H, based on #15 spec
Revolution with Italian lacing.
The spoke weight of these spokes matches
a #14 spec Revolution with Sapim CX-RAY,
so these spokes are even lighter than that.
The spoke tension is tight for this spoke gauge,
and the deformation on the non-drive side was
noticeably less compared to the drive side for what should be equal diameter, equal count lacing.
↑This is the drive-side flange.
There are lacing marks from the wheel's previous history,
and judging from the inpoke bite marks,
it was laced in reverse Italian or reverse JIS lacing.
Both Italian and JIS lacing have
the same inpoke direction on the drive side, so
if it only has a proper builder's history,
this orientation of marks would absolutely never appear.
The drive-side flange currently has inpoke marks in the inpoke holes,
and the non-drive-side flange has
inpoke marks in the direction of reverse porcupine
(viewed from the wheel's right side) in the outpoke holes it currently uses,
so it's unclear which previous build it was, but
it appears to have been laced in reverse JIS at some point.
I had a suspicion it was something like that.
For an ordinary wheel,
the difference in deformation between left and right spokes seemed small,
but if the rim is shifted this much toward the non-drive side, of course it would be.
However, this is the kind of center offset
you'd notice just by mounting it on a frame.
The spokes are super lightweight, but
the nipples were brass for some reason.
There's severe radial runout toward the outer edge,
and on the truing stand gauge, there's only one point where
it hits with a hard "clunk," and that's shown in the image above,
but at other positions there's this much gap.
This might be hard to convey through photos, but it's pretty extreme radial runout.
However, I noticed a symptom later that might explain this.
I took another close look at the flanges.
This is, in my opinion, an amazing photo.
The DT spoke stamp has a design like a capital T stabbed through a capital D,
but all current production is embossed (concave).
However, this wheel's Revolutions included
some very old raised (convex) stamp versions mixed in.
I loosened the spokes somewhat before cutting them.
The image above shows a location where the nipple wasn't loosened at all.
Mavic used to publish specifications stating that
with Shimano hubs on their rims in 32H 6-crossing lacing, the length should be this,
and I can rattle off from memory: front 296mm, rear drive-side 294mm, rear non-drive-side 295mm.
My calculation formula produces nearly identical results.
Whether they knew this or not, this wheel was built
without the laziness of using the same length left and right—
it was properly built with 294mm and 295mm.
So the spoke and nipple end faces are flush,
but in the image above, there are spokes with
about two-plus threads
sticking out from the end face.
↑This one too, with the nipple not loosened at all.
This is exactly the "unyoon" state—
where the material has yielded and
the nipple's rotation converts from spoke tension
into elongation.
I thought it was pretty tight for a #15 spec Revo, but
it's been a while since I've seen unyoon.
And while I can't say for certain,
I suspect that extreme radial runout from before
occurred right at this rim hole position.
Since this spoke was the only one protruding this far from the nipple,
the correlation seems to match up.
Re
built
it.
Despite that runout, it had apparently been in use,
and when you spin the wheel,
the wear mark that was once perfectly round, created when the runout was against the brake zone,
bobs up and down as it dances
within the brake zone of the newly rebuilt rim.
32H, semi-comp 48-spoke lacing with silver aluminum nipples.
Brasing comes later.
It's 48-spoke lacing rather than 46-spoke
per the customer's request.
Depending on rim depth, Dura-Ace hub 32H 8-crossing lacing
has almost no interference between inpoke and outpoke heads.
A customer brought in a rear wheel laced with a 7700 Dura-Ace hub and
an Open Pro rim.
They wanted it rebuilt.
The rim is an Open Pro, but all the stickers had been removed.
Diametrically opposite the valve hole, rims like Ksyrium and others have
a yellow rectangular sticker with "ETRTO" and country of manufacture
covering everything except the brake zone—
that sticker also serves to hide the welding finish in this area.
FH-7700, 32H, based on #15 spec
Revolution with Italian lacing.
The spoke weight of these spokes matches
a #14 spec Revolution with Sapim CX-RAY,
so these spokes are even lighter than that.
The spoke tension is tight for this spoke gauge,
and the deformation on the non-drive side was
noticeably less compared to the drive side for what should be equal diameter, equal count lacing.
↑This is the drive-side flange.
There are lacing marks from the wheel's previous history,
and judging from the inpoke bite marks,
it was laced in reverse Italian or reverse JIS lacing.
Both Italian and JIS lacing have
the same inpoke direction on the drive side, so
if it only has a proper builder's history,
this orientation of marks would absolutely never appear.
The drive-side flange currently has inpoke marks in the inpoke holes,
and the non-drive-side flange has
inpoke marks in the direction of reverse porcupine
(viewed from the wheel's right side) in the outpoke holes it currently uses,
so it's unclear which previous build it was, but
it appears to have been laced in reverse JIS at some point.
I had a suspicion it was something like that.
For an ordinary wheel,
the difference in deformation between left and right spokes seemed small,
but if the rim is shifted this much toward the non-drive side, of course it would be.
However, this is the kind of center offset
you'd notice just by mounting it on a frame.
The spokes are super lightweight, but
the nipples were brass for some reason.
There's severe radial runout toward the outer edge,
and on the truing stand gauge, there's only one point where
it hits with a hard "clunk," and that's shown in the image above,
but at other positions there's this much gap.
This might be hard to convey through photos, but it's pretty extreme radial runout.
However, I noticed a symptom later that might explain this.
I took another close look at the flanges.
This is, in my opinion, an amazing photo.
The DT spoke stamp has a design like a capital T stabbed through a capital D,
but all current production is embossed (concave).
However, this wheel's Revolutions included
some very old raised (convex) stamp versions mixed in.
I loosened the spokes somewhat before cutting them.
The image above shows a location where the nipple wasn't loosened at all.
Mavic used to publish specifications stating that
with Shimano hubs on their rims in 32H 6-crossing lacing, the length should be this,
and I can rattle off from memory: front 296mm, rear drive-side 294mm, rear non-drive-side 295mm.
My calculation formula produces nearly identical results.
Whether they knew this or not, this wheel was built
without the laziness of using the same length left and right—
it was properly built with 294mm and 295mm.
So the spoke and nipple end faces are flush,
but in the image above, there are spokes with
about two-plus threads
sticking out from the end face.
↑This one too, with the nipple not loosened at all.
This is exactly the "unyoon" state—
where the material has yielded and
the nipple's rotation converts from spoke tension
into elongation.
I thought it was pretty tight for a #15 spec Revo, but
it's been a while since I've seen unyoon.
And while I can't say for certain,
I suspect that extreme radial runout from before
occurred right at this rim hole position.
Since this spoke was the only one protruding this far from the nipple,
the correlation seems to match up.
Re
built
it.
Despite that runout, it had apparently been in use,
and when you spin the wheel,
the wear mark that was once perfectly round, created when the runout was against the brake zone,
bobs up and down as it dances
within the brake zone of the newly rebuilt rim.
32H, semi-comp 48-spoke lacing with silver aluminum nipples.
Brasing comes later.
It's 48-spoke lacing rather than 46-spoke
per the customer's request.
Depending on rim depth, Dura-Ace hub 32H 8-crossing lacing
has almost no interference between inpoke and outpoke heads.