I received the front and rear wheels from a customer for a Racing 7 CX.
To be precise, I received a cyclocross complete bike with these front and rear wheels attached,
and this is part of its maintenance work.
Around 2011, both Campagnolo and Fulcrum released cyclocross wheels.
Since road disc brakes didn't exist back then,
rim brake wheels were released as cyclocross wheels.
For Campagnolo:
Bora One CX
Bullet Ultra CX
Scirocco H35 CX
Ventri Action CX
Kamshin CX
For Fulcrum:
Racing 5 CX
Racing 7 CX
were available.
When I looked up the Racing 7 and Racing 7 CX in the spare parts catalog,
on the Racing 7,
there's a metal dust seal with a depression that only presses the bearing inner race
while on the Racing 7 CX,
part of it is rubber, slightly improving sealing performance.
Since this part doesn't have a part number,
it can't be obtained as a spare part.
By the way, the only structural difference between Bora One and Bora One CX, aside from cosmetics, is
the addition of an HU-BUU035 water-resistant ring
only on the Bora One CX.
Since BUU stands for Bullet Ultra's acronym,
it first appeared as a Bullet Ultra part.
The WH-BUU002 valve stem seal, also used on the current Bora WTO,
was originally a Bullet Ultra part as well.
Bullet Ultra comes in CULT and USB specifications,
but Bullet Ultra CX is only available in USB specification.
According to the part numbers, Bullet Ultra CX
also has the HU-BUU005 added as
the difference from Bullet Ultra.
The Racing 5 and 7 have cartridge-type hub bearings,
and when it becomes CX, they're switched to
dust seals without part numbers.
Similarly, Ventri Action and Kamshin,
which also have cartridge bearings,
have the same differences.
However, the Scirocco H35, despite having cartridge bearing specs,
has a hub shaft diameter that matches the upper models' cup-and-cone design,
and the hub body dimensions also follow the upper models,
so the seal change is just the addition of HU-BUU005.
Traditionally, Campagnolo wheels had
an ironclad rule where hub bearings were:
Cup-and-cone → upper model freebody
Cartridge → lower model freebody
But only the late Scirocco model breaks this,
with "cartridge bearing hub but upper model freebody."
↑ CX-spec dust seal
The hub bearings showed no signs of damage, but
the grease inside had migrated away from where it should be
and hardened into clumps, not seated between the balls and races,
so I peeled back the seal, injected fresh grease with a syringe,
replaced the seal, and wiped away the excess—
a grease service where "you remove more than you put in."
There was no secondary rust or contamination
where the bearing inner race sits.
Since the dust caps attached to the hub ends are the same shape on both sides,
I mounted one only on the right side for identification
and used a centering gauge.
The rim is shifted to the left.
Since the cantilever brake on this bike has limited adjustment points
(no return spring adjustment screw, brake shoe vertical position uses a daruma screw
so it can't be adjusted vertically, etc.),
wheel centering precision affects brake setup
as much as lateral runout does.
So certain cantilever brakes
can't hide wheel centering issues with brake adjustments,
and many shops probably don't fine-tune them.
As for the original state of the customer's bike,
it came with a Tektro cantilever brake with many adjustment points,
and with this parts change,
the brake is being switched to a TRP Euro X,
so wheel inspection is essential.
...though I'd inspect anyway, brake change or not.
Nipples with unusually short grip width...
these have gripping surfaces on the outer rim edge too.
Since they're brass nipples,
I can do minor truing on wheels with no center shift by gripping the inner side,
but for correcting center shift,
at minimum all nipples on one side need adjusting, so
I removed the rim tape and adjusted using the hex on the outer edge.
I did the truing and centering.
The front wheel, now imprinted with the centering gauge and serving as a temporary reference,
showed no frame misalignment to my eye when mounted in the fork.
Man, that's nice to see.
My Niner has visible frame and fork misalignment you can spot by eye.
Next, the rear wheel.
The low gear is a 30T sprocket, but
it has an oddly oversized spoke protector.
This job involves a cyclocross complete bike the owner got from a friend,
which they wanted modified to single-speed crankset
and have some parts changed, so I have it in the shop.
With spoke protectors like this,
I usually ask the customer first before removing them,
but the spoke protector mounting uses
claw hooks on the hub's right flange rather than on the spokes.
The Racing 7 hub has quite extreme flange proportions—
dimensions you don't see on generic hubs,
so this is a Fulcrum-exclusive design.
The part number stamped on it, R7-SP2011, means
"Racing 7 Spoke Protector 2011 model."
So I decided to keep the spoke protector this time.
If you don't want it, give it to me
The rim was shifted to the right with some runout.
Fixed it.
Like I said before, really,
I approach this more as a brake-tuning job than a wheel job.
To be precise, I received a cyclocross complete bike with these front and rear wheels attached,
and this is part of its maintenance work.
Around 2011, both Campagnolo and Fulcrum released cyclocross wheels.
Since road disc brakes didn't exist back then,
rim brake wheels were released as cyclocross wheels.
For Campagnolo:
Bora One CX
Bullet Ultra CX
Scirocco H35 CX
Ventri Action CX
Kamshin CX
For Fulcrum:
Racing 5 CX
Racing 7 CX
were available.
When I looked up the Racing 7 and Racing 7 CX in the spare parts catalog,
on the Racing 7,
there's a metal dust seal with a depression that only presses the bearing inner race
while on the Racing 7 CX,
part of it is rubber, slightly improving sealing performance.
Since this part doesn't have a part number,
it can't be obtained as a spare part.
By the way, the only structural difference between Bora One and Bora One CX, aside from cosmetics, is
the addition of an HU-BUU035 water-resistant ring
only on the Bora One CX.
Since BUU stands for Bullet Ultra's acronym,
it first appeared as a Bullet Ultra part.
The WH-BUU002 valve stem seal, also used on the current Bora WTO,
was originally a Bullet Ultra part as well.
Bullet Ultra comes in CULT and USB specifications,
but Bullet Ultra CX is only available in USB specification.
According to the part numbers, Bullet Ultra CX
also has the HU-BUU005 added as
the difference from Bullet Ultra.
The Racing 5 and 7 have cartridge-type hub bearings,
and when it becomes CX, they're switched to
dust seals without part numbers.
Similarly, Ventri Action and Kamshin,
which also have cartridge bearings,
have the same differences.
However, the Scirocco H35, despite having cartridge bearing specs,
has a hub shaft diameter that matches the upper models' cup-and-cone design,
and the hub body dimensions also follow the upper models,
so the seal change is just the addition of HU-BUU005.
Traditionally, Campagnolo wheels had
an ironclad rule where hub bearings were:
Cup-and-cone → upper model freebody
Cartridge → lower model freebody
But only the late Scirocco model breaks this,
with "cartridge bearing hub but upper model freebody."
↑ CX-spec dust seal
The hub bearings showed no signs of damage, but
the grease inside had migrated away from where it should be
and hardened into clumps, not seated between the balls and races,
so I peeled back the seal, injected fresh grease with a syringe,
replaced the seal, and wiped away the excess—
a grease service where "you remove more than you put in."
There was no secondary rust or contamination
where the bearing inner race sits.
Since the dust caps attached to the hub ends are the same shape on both sides,
I mounted one only on the right side for identification
and used a centering gauge.
The rim is shifted to the left.
Since the cantilever brake on this bike has limited adjustment points
(no return spring adjustment screw, brake shoe vertical position uses a daruma screw
so it can't be adjusted vertically, etc.),
wheel centering precision affects brake setup
as much as lateral runout does.
So certain cantilever brakes
can't hide wheel centering issues with brake adjustments,
and many shops probably don't fine-tune them.
As for the original state of the customer's bike,
it came with a Tektro cantilever brake with many adjustment points,
and with this parts change,
the brake is being switched to a TRP Euro X,
so wheel inspection is essential.
...though I'd inspect anyway, brake change or not.
Nipples with unusually short grip width...
these have gripping surfaces on the outer rim edge too.
Since they're brass nipples,
I can do minor truing on wheels with no center shift by gripping the inner side,
but for correcting center shift,
at minimum all nipples on one side need adjusting, so
I removed the rim tape and adjusted using the hex on the outer edge.
I did the truing and centering.
The front wheel, now imprinted with the centering gauge and serving as a temporary reference,
showed no frame misalignment to my eye when mounted in the fork.
Man, that's nice to see.
My Niner has visible frame and fork misalignment you can spot by eye.
Next, the rear wheel.
The low gear is a 30T sprocket, but
it has an oddly oversized spoke protector.
This job involves a cyclocross complete bike the owner got from a friend,
which they wanted modified to single-speed crankset
and have some parts changed, so I have it in the shop.
With spoke protectors like this,
I usually ask the customer first before removing them,
but the spoke protector mounting uses
claw hooks on the hub's right flange rather than on the spokes.
The Racing 7 hub has quite extreme flange proportions—
dimensions you don't see on generic hubs,
so this is a Fulcrum-exclusive design.
The part number stamped on it, R7-SP2011, means
"Racing 7 Spoke Protector 2011 model."
So I decided to keep the spoke protector this time.
The rim was shifted to the right with some runout.
Fixed it.
Like I said before, really,
I approach this more as a brake-tuning job than a wheel job.