Another wheel day (and so on).
A customer brought in the front and rear wheels
from an SES (Smart Envy System) 4.5.
Today I'm rebuilding the front wheel.
Rim brake compatible rim
from back when tubeless wasn't supported
and rims had a nicely moderate width.
The rim model name by itself is A48, but
there are multiple models in the form "generation X A48,"
so when you say A48, it doesn't necessarily refer
only to this particular rim from this era...
DT 240 hub, 20H, black 14-gauge Champion,
outpoke radial lace.
For a front wheel with radial lacing—
the simplest wheel construction—
there was a significant amount of center offset
and the vertical runout hadn't been dialed in properly either,
but what really caught my attention was
the spoke coming through the adjacent rim hole clockwise from the valve hole
is exiting from the front hub flange from my perspective—
in other words, it's laced as a reverse rim.
Since ENVE rim holes have no offset
on either the inner or outer perimeter,
lacing as a reverse rim
doesn't pose a problem per se.
That there's no deep reason for this
becomes obvious when you look at the rear wheel,
but I'll write about that when I get to the rear wheel.
Campagnolo and Fulcrum complete wheels
use reverse-rim construction,
but rim brake rear wheels and disc brake front and rear wheels
use 3-cross or 2:1 lacing instead,
so reverse-rim lacing is only observable
on rim brake front wheels.
The old Corima carbon rims were also reverse-rimmed,
and Racing Zero and older Corima rims
have such strong hole orientation
that you can't actually lace them as standard rim.
LEW rims have no hole offset,
and Reynolds wheels from the era when they used
LEW rims were laced radial front wheels only
with reverse-rim orientation (reason unknown).
Rebuilt it.
DT 240 hub, 20H, black CX Sprint,
outpoke radial lace
with standard hole orientation.
A customer brought in the front and rear wheels
from an SES (Smart Envy System) 4.5.
Today I'm rebuilding the front wheel.
Rim brake compatible rim
from back when tubeless wasn't supported
and rims had a nicely moderate width.
The rim model name by itself is A48, but
there are multiple models in the form "generation X A48,"
so when you say A48, it doesn't necessarily refer
only to this particular rim from this era...
DT 240 hub, 20H, black 14-gauge Champion,
outpoke radial lace.
For a front wheel with radial lacing—
the simplest wheel construction—
there was a significant amount of center offset
and the vertical runout hadn't been dialed in properly either,
but what really caught my attention was
the spoke coming through the adjacent rim hole clockwise from the valve hole
is exiting from the front hub flange from my perspective—
in other words, it's laced as a reverse rim.
Since ENVE rim holes have no offset
on either the inner or outer perimeter,
lacing as a reverse rim
doesn't pose a problem per se.
That there's no deep reason for this
becomes obvious when you look at the rear wheel,
but I'll write about that when I get to the rear wheel.
Campagnolo and Fulcrum complete wheels
use reverse-rim construction,
but rim brake rear wheels and disc brake front and rear wheels
use 3-cross or 2:1 lacing instead,
so reverse-rim lacing is only observable
on rim brake front wheels.
The old Corima carbon rims were also reverse-rimmed,
and Racing Zero and older Corima rims
have such strong hole orientation
that you can't actually lace them as standard rim.
LEW rims have no hole offset,
and Reynolds wheels from the era when they used
LEW rims were laced radial front wheels only
with reverse-rim orientation (reason unknown).
Rebuilt it.
DT 240 hub, 20H, black CX Sprint,
outpoke radial lace
with standard hole orientation.