If you are on a tight budget, read the section of this article on , so you know the technical terms, and then check out the section near the end of this article on. For this you need to look at the rim. Alternatively, you can measure an existing wheel of the same lacing pattern and get reasonably close. The outboard spokes of the Ford wheel attach to the hub at a much smaller diameter than the inboard spokes, and would change tension very little due to torque if in a semi-tangent pattern. Once the wheel is laced, adjust all of the nipples so that each is screwed equally far onto its spoke. When you work with a screwdriver, it is easy to figure out which way tightens the screws, clockwise. You will have to bend this leading spoke to get it around the last trailing spoke on the correct side.
Either the sides are worn because of braking, og it is cracked og bent because you have hit a curb or somthing else. Although they are the most ærodynamic of spokes, they won't normally fit through the holes in a standard hub because they are too wide. If you are using a different cross pattern, substitute the appropriate numbers in the instructions above. This book is available for download by online purchase at. Spokes - The wire things with a bent nail-head at one end and threads at the other.
For more details on this method, see John Allen's article: The third, and best way is with a spoke tensiometer. The more spokes a wheel has, the higher the cross number for a similar spoke angle. If you are transferring spokes to a new rim, you lubricate the threads without removing the spokes from the hub. For light-weight, high-performance wheels, aluminum nipples are available. This gauge lets you see specifically where on the rim and how much misalignment there is. If you are lucky, it will already be fairly true, but don't be surprised if it is way off.
Wheel - What you get when you put all of these things together. Be impatient by over tightening spokes to get rid of the slop quickly and you will be punished with a wheel that is oval, out of balance and difficult to true. If you have trouble seeing this, slide a spoke in from the left flange parallel to the axle, and you will see how it winds up bumping against the right flange between two spoke holes. With some rims, the rim seam is thicker than other parts of the rim, so you may need to loosen up the two spokes closest to the seam usually opposite from the valve hole a couple of turns. Looking through my unmentionably large collection of spinning wheels in the house, I discovered that I have a wheel built to the plans linked to in the first post of this , or if not those plans, ones very much like it.
If adhesive-backed tape can't be wide enough to get past the valve, it can just stop at either side. Where high ærodynamic efficiency is important, a good technical solution is a spoked wheel with a rim of the required strength and stiffness, a lightweight wind fairing for the rear wheel, and ærodynamic spokes for the front. Rim tape too wide Spoke-Length Calculators Spoke length is measured from the inside of the elbow to the very end of the threads, most usually in millimeters. I feel like a bit of a know it all commenting on this stuff, but I was a professional wheelbuilder for a few years, and just wanted to share a couple of secrets. A few basic skills will get that abandoned clunker in the back alley rolling again.
Cornolius Database Application is a stand-alone multi-user and secure program designed by mental9Production for building custom databases. Duct tape or glass-fiber reinforced strapping tape can be torn lengthwise to the needed width and works too. Twist the hub as far as it will conveniently go. This hole will be right next to one of the spokes from the first course of spokes. Get it straight and centered.
. You solve this problem by sliding a small washer onto each spoke before inserting it into the hub. If the ends of the dish stick sit on the rim but the feeler won't reach the locknut, the spokes on the other side of the wheel need to be tightened. These are not commonly available through bicycle parts suppliers, but they can be purchased over the Internet, for example , or at a hobby shop. These curves will gradually straighten themselves out over the first few hundred miles on the road, and the wheel will lose tension and go out of true. Each spoke should cross three of the existing spokes on this side. At this stage, the spokes will not be running straight, but will be noticeably curved where they leave the hub.
This spoke is going to hold things in place while we load the next course of spokes. Rim brakes slowly wear down the sidewalls of aluminum rims, especially in wet-sandy conditions. The low dishing angle of the inboard spokes minimizes their decrease in tension. Instead, we take our bikes to the shop when the wheels wear out and watch the mechanics spin rims and twist spokes. This is Drive wheels and wheels with hub brakes should never be radially spoked. If that's the case, then I think the is a better investment as it teaches the mechanics of how the wheels work so you can know the necessary and sufficient conditions for making a really good wheel.