Another wheel day (and so on).
I took in a rear wheel with an XT hub that we built here at the shop
from a customer (nominally speaking).
The rim is a CX22 tubular, and back when we built this,
only the brake zone version was available,
so it's a disc brake wheel,
but the rim has a brake zone.
FH-M8010 32H all CX-RAY
46-spoke JIS lacing with lacing tie.
The kind of grime typical to cyclocross—fine sand works its way in
whenever there's the slightest gap.
The M8000-series XT
was the last generation with a quick-release hub,
and when the model number became M8010, it switched to through-axle spec,
and when a "-B" suffix was added,
it became a BOOST hub.
But with M8010, the rear hub is 142mm width and 12mm diameter,
the same as disc road hubs, so they're interchangeable.
The XTRM9010 rear hub from the same generation
later got a 28H option,
but M8010 only came in 32H and 36H.
The successor XT M8110
is 142mm width and 12mm diameter with 28H available too,
but the freebody switched to Microspline,
so running it on road or cyclocross gets messy.
I built this nine years ago during
a Kansai cyclocross season (→here),
but this season at Miyama, a crash bent the dropout,
and the derailleur got sucked into the wheel,
bending a spoke.
Since I wanted to replace all the freeside spokes,
and the customer also wanted to replace all the nipples,
the wheel needed a complete rebuild.
The rear derailleur pulley cage was
completely mangled,
so I repaired it by Frankensteining parts from
another rear derailleur that had missing pantograph pieces.
Unrelated to the derailleur wrap-around,
all of the inpoke spokes on the JIS lacing right side,
in the porcupine direction, showed
scoring and deformation from chain drops.
↑The spokes in the opposite-porcupine direction
were all undamaged.
CX-RAY doesn't normally develop surface rust,
but the rust that's here is from
the splinters from the chain drop damage.
The actual deformation from the derailleur wrap-around.
This wheel was built treating an offset-drilled rim as a regular rim—
basically a standard build. In that case, viewing the wheel from the right side,
if you follow the final crossing left-right pair bundle of four spokes clockwise,
you get:
non-freeside porcupine direction
freeside porcupine direction
non-freeside opposite-porcupine direction
freeside opposite-porcupine direction
But the deformation appears only on the last one clockwise:
the freeside opposite-porcupine direction spoke.
↑like this.
When there are secondary impacts from wrap-around,
interestingly, damage doesn't appear on the final crossing partner,
but rather on the same-direction spoke in the next final crossing.
I carefully disassembled the wheel.
The image above shows the inpoke spokes on the JIS lacing right side.
Next, these are the outpoke spokes on the JIS lacing right side.
Four out of eight showed deformation from wrap-around.
When I built this wheel,
CX Sprint wasn't reliably available,
so I used all CX-RAY.
If I were to continue with all CX-RAY for the rebuild,
I could have reused the four undamaged spokes from the original freeside,
but since I'm going half CX Sprint for the rebuild,
all the original freeside spokes are being discarded.
This rear wheel is JIS lacing (which on the freeside alone is the same as Italian),
but if it were reverse Italian lacing instead,
the damage from chain drops and
the damage from derailleur wrap-around would hit
the same spoke.
Furthermore, for chain drops,
damage mainly goes to the hub flange,
so inpoke damage is lighter than with JIS/Italian lacing.
This is, I believe, the reason
"Americans lace reverse Italian even on rim brake rear wheels."
There are American-made complete wheels like PowerTap and ENVE
with hooked-end spoke hubs
laced reverse Italian.
A non-freeside hub with lacing tie and spoke,
and the rim stripped bare.
I held the rim against a glass optical flat to check for warping—
if it was clearly bent, I'd replace it—
and at one phase it sat flush against the glass,
while at the opposite phase it lifted just barely,
so I decided to reuse it.
I've written this many times before,
but I've heard stupid jackass competitors
babble on about "you can't true a laced wheel,"
and honestly, truing is beneath the skill level
of what I'm looking at in the image above—
I can move the rim to a different hub, rebuild entirely from this state,
so there's no way I can't true a wheel.
From here I'll build the wheel with CX Sprint (not CX-RAY)
through the freeside flange,
and instead of the original JIS lacing,
I want to intentionally try reverse Italian
and monitor how it performs.
By "monitor," just years of normal riding would be meaningless.
Derailleur wrap-around, the outcome's already known,
but for chain drops, I'm basically hoping
one actually happens to observe the results.
Even though they're only a "customer" in the loosest sense,
I can't just treat them like a lab rat!
So I held backr
Built.
Half CX Sprint, 46-spoke reverse Italian lacing.
I took in a rear wheel with an XT hub that we built here at the shop
from a customer (nominally speaking).
The rim is a CX22 tubular, and back when we built this,
only the brake zone version was available,
so it's a disc brake wheel,
but the rim has a brake zone.
FH-M8010 32H all CX-RAY
46-spoke JIS lacing with lacing tie.
The kind of grime typical to cyclocross—fine sand works its way in
whenever there's the slightest gap.
The M8000-series XT
was the last generation with a quick-release hub,
and when the model number became M8010, it switched to through-axle spec,
and when a "-B" suffix was added,
it became a BOOST hub.
But with M8010, the rear hub is 142mm width and 12mm diameter,
the same as disc road hubs, so they're interchangeable.
The XTRM9010 rear hub from the same generation
later got a 28H option,
but M8010 only came in 32H and 36H.
The successor XT M8110
is 142mm width and 12mm diameter with 28H available too,
but the freebody switched to Microspline,
so running it on road or cyclocross gets messy.
I built this nine years ago during
a Kansai cyclocross season (→here),
but this season at Miyama, a crash bent the dropout,
and the derailleur got sucked into the wheel,
bending a spoke.
Since I wanted to replace all the freeside spokes,
and the customer also wanted to replace all the nipples,
the wheel needed a complete rebuild.
The rear derailleur pulley cage was
completely mangled,
so I repaired it by Frankensteining parts from
another rear derailleur that had missing pantograph pieces.
Unrelated to the derailleur wrap-around,
all of the inpoke spokes on the JIS lacing right side,
in the porcupine direction, showed
scoring and deformation from chain drops.
↑The spokes in the opposite-porcupine direction
were all undamaged.
CX-RAY doesn't normally develop surface rust,
but the rust that's here is from
the splinters from the chain drop damage.
The actual deformation from the derailleur wrap-around.
This wheel was built treating an offset-drilled rim as a regular rim—
basically a standard build. In that case, viewing the wheel from the right side,
if you follow the final crossing left-right pair bundle of four spokes clockwise,
you get:
non-freeside porcupine direction
freeside porcupine direction
non-freeside opposite-porcupine direction
freeside opposite-porcupine direction
But the deformation appears only on the last one clockwise:
the freeside opposite-porcupine direction spoke.
↑like this.
When there are secondary impacts from wrap-around,
interestingly, damage doesn't appear on the final crossing partner,
but rather on the same-direction spoke in the next final crossing.
I carefully disassembled the wheel.
The image above shows the inpoke spokes on the JIS lacing right side.
Next, these are the outpoke spokes on the JIS lacing right side.
Four out of eight showed deformation from wrap-around.
When I built this wheel,
CX Sprint wasn't reliably available,
so I used all CX-RAY.
If I were to continue with all CX-RAY for the rebuild,
I could have reused the four undamaged spokes from the original freeside,
but since I'm going half CX Sprint for the rebuild,
all the original freeside spokes are being discarded.
This rear wheel is JIS lacing (which on the freeside alone is the same as Italian),
but if it were reverse Italian lacing instead,
the damage from chain drops and
the damage from derailleur wrap-around would hit
the same spoke.
Furthermore, for chain drops,
damage mainly goes to the hub flange,
so inpoke damage is lighter than with JIS/Italian lacing.
This is, I believe, the reason
"Americans lace reverse Italian even on rim brake rear wheels."
There are American-made complete wheels like PowerTap and ENVE
with hooked-end spoke hubs
laced reverse Italian.
A non-freeside hub with lacing tie and spoke,
and the rim stripped bare.
I held the rim against a glass optical flat to check for warping—
if it was clearly bent, I'd replace it—
and at one phase it sat flush against the glass,
while at the opposite phase it lifted just barely,
so I decided to reuse it.
I've written this many times before,
but I've heard stupid jackass competitors
babble on about "you can't true a laced wheel,"
and honestly, truing is beneath the skill level
of what I'm looking at in the image above—
I can move the rim to a different hub, rebuild entirely from this state,
so there's no way I can't true a wheel.
From here I'll build the wheel with CX Sprint (not CX-RAY)
through the freeside flange,
and instead of the original JIS lacing,
I want to intentionally try reverse Italian
and monitor how it performs.
By "monitor," just years of normal riding would be meaningless.
Derailleur wrap-around, the outcome's already known,
but for chain drops, I'm basically hoping
one actually happens to observe the results.
Even though they're only a "customer" in the loosest sense,
I can't just treat them like a lab rat!
So I held backr
Built.
Half CX Sprint, 46-spoke reverse Italian lacing.