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Our current Featured Build uses HED Belgium+ or Belgium+ Disc rims, Chris King hubs in your color choice (even mango), and CX-Ray/CX-Sprint spokes. Save $85 over the same configuration as a custom build. 

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Pressure Drop Follow Up

The one time I go short format on a blog and all my contact points just blow up with follow-ups about yesterday's blog

First, this phenomenon is generally linear along the depth axis (the deeper the rim section, the more resistant it is to compression) and material (carbon exhibits this behavior generally less than alloy). 

Second, like Rod Stewart sang, the first cut is the deepest. The first time you cause and adjust for this wheel behavior is the most it's going to happen. When you put a tire on after the ajustment, it's not such a big effect. A useful guess is that the lingering effect is about half of the initial effect.

2.5th, you should see what happens to tension as we bed the spokes. We don an initial spoke line correction as part of lacing, and then do a bit as we bring the tension up. Once we get them nearly up to tension, they get their big bedding in. That can drop tension by 50%. How we do that is a trade secret. We're allowed to have those. 

Third, the difference in spoke tension drop between a tire at, say 80 psi and one at 110 isn't that big at all. You don't need to adjust your wheels because you like high or low pressure, nor do you have to change your tire pressure because we did this step with a 100 psi tire as a guide. 

Fourth, your rim's sidewalls bulge just a tiny bit when your tire is fully inflated. We've studied this extensively on alloys, and our pressure recommendations are informed by this. The general behavior is that the brake tracks (or the equivalent place on a disc rim) will open by a small amount (~.15mm) up to a point, after which it really starts to open up more. We want to keep you the hell away from that point. Danger be there. I'd be willing to guess that the common guesses on the relative lineup of how this happens on rims we use are wrong. Again, carbons generally do this less than alloys. We don't measure this spread on every wheel that goes out, but being aware of it sure does inform what we look at in the "with the tire on and inflated" part of the build process. 

Believe it or not, there's a good fair bit of IQ and a really broad range of experience brought to bear on all of our processes. Nobody, and no thing, is perfect, but we really really (really) do have your best interests at heart. Almost painfully so. That's something we can never adequately express through our pithy yet eloquent blogs. Every the whole "professionals built the Titanic and amateurs built Noah's Ark!" line of logic comes up, we die a little bit inside. A f-ing LOT goes into trying to put perfect in a box every freaking time. 


Pressure Drop

Thanks to Toots and the Maytals for today's title - it was an obvious choice.

People often ask us whether there's any break in period, or any adjustments that need to be made after riding our wheels. There aren't, and there are several reasons why. First is that we go to great lengths to ensure that all of the spoke lines have been corrected, and that everything is 100% bedded in. We also use an extensive destressing process. These ensure that the spokes take the shortest distance between the two points they connect, that they won't move around once you start riding them, and that the spokes don't have any residual stresses or "memory." Good wheel builders do these things, because wheels where these things haven't been done won't stay true for long. New wheels shouldn't sound like popcorn when you initially use them. 

Another step that we take is to inflate a tire on each and every wheel, and do a final adjustment to spoke tension and true. As this video shows, a clincher tire compresses the rim and lowers spoke tension. This means that if you had just enough "off" side tension (non-disc side spokes in a disc front, non-drive side spokes in a rear) before, then you don't have enough now. It also moves the wheel's dish a tiny bit toward the more tensioned side. 

This final step takes a bunch of time, but in order to deliver the best built wheels we can time after time after time, we find that it's worth it. 


Engineered and Optimized

One of the oft-cited mantras in the "how few spokes can I get away with" conundrum is that many factory wheels have parts that are all "engineered to work together." We spend enough of life discussing spoke count so I'm not even going to talk about it now, but I will mention that since my Quarq caught the flu I have been using my old 24h Powertap, which I built into an aluminum rim. 

Neither Mike nor I are big E Engineers (those who possess engineering degrees and PE certs are big E Engineers), but engineering things isn't their exclusive domain. Heck, beavers are some of the planet's most prolific engineers, and despite many adorable animated stories about them which would have you believe otherwise, they don't talk or go to college or wear hard hats. That didn't keep MIT and CalTech from adopting them as school mascots. Alas, neither of us is a beaver, either. 

Tim (see what they did there?)

Small e engineering is a reasonably simple process. All it takes is a good working knowledge of the traits of the materials you're using, and the parameters you want the finished product to hit. Certain factory wheel products have proprietary parts that are designed to work exclusively together, in the ways they interconnect parts, or in the way they use local reinforcing to address certain stresses. And in their being that way, one could say that thesed are optimized for their configuration, but that doesn't mean a wheel that's built using non-purpose-built-to-work-exclusively-together components can't be optimized for any given set of parameters. Optimizing builds and component selections using standardized parts has been going on for far far longer than we've been doing it, and will hopefully continue long after we're done. 

The proximate cause for this blog is that a wheel company out there is once again passing off a standard product as their own, engineered and optimized to work in their wheel "system." They use a unique hub of their own design, standard but not specified spokes, and a rim that they buy from the brand that owns the rim's design and has exclusive rights to its manufacture. They lace it only in 20/24, and call it optimized and put no rider weight limit on it. When asked about it the rim recently, they stone cold straight up lied. And if you are going to do what they're doing, the rim they've chosen isn't the one to do it with. And they charge well north of $1000 for them. Well north. Presumably to support the array of athletes and teams they sponsor. The people behind this company may be the nicest people on the planet, I have no idea at all, but I disagree with their approach. 

You can't swing a dead cat without hitting a company that's selling wheels with a sub-$250 cost of goods for $700 or $900 or $1150. Many of these still BS and pass their components off as "designed and E/engineered by us, manufactured just for us." Buying OEM stuff and having it laser engraved isn't engineering. Or Engineering. And it's probably easy to spot that our cost of goods is a hell of a lot higher than $250 on any build. 

A big part of why we're so open about the branding of the components we use is so you know what you're getting, and you can make informed choices based on your prior experiences with them, their reputation in the marketplace, and our reputation for putting them together correctly. If it isn't really obvious, our patience with companies that play stupid tricks is 100% gone. We used to be pretty tactful about this stuff, but I wouldn't expect that anymore. 



The issue with pro racing is...

Bear in mind that I write this while having my coffee on a morning when a significant task on hand for the day is to keep testing the current Range disc wheel pre-production rim. Our product lineup is a reflection (we hope) of what people want to buy, and not what we are "pushing." You're absolutely kidding yourself if you think we have the market presence to push. About the furthest we can go with pushing is to encourage people to try tubeless (I've said it a million times, I'm done with tubes. I've also said a million times that it might not be for you). So we have a dog in the disc fight, but we also have a dog in the not-disc fight (if you race with rim brakes and don't use Rails, it's your fault). In that aspect of the business, we are agnostic and happy to try and supply the best solution for whatever path people wish to pursue. 

Long preamble, huh? Okay, so Francisco Ventoso got his leg sliced into pretty badly in a near-accident on Sunday at Paris-Roubaix. The apparent (and really we've got no reason to doubt it) implement of this cut was a disc rotor. As a result, the use of disc brakes in the pro peloton has been suspended. You can't use discs in UCI pro races until further notice. 

This highlights two situations that I'd like to briefly explore. The first is best introduced by a quote from an article that Caley Fretz posted on VeloNews yesterday:

“We’re always going to follow demand,” Yu says. “In the past it was, ‘You race on it on Sunday and sell it on Monday.’ But nowadays more people are into experience and adventure. So the goal now is producing a bike that is optimal for the job. Sometimes that’s racing. More and more often it’s not.”

The "Yu" in question is Chris Yu, an aerodynamicist who works at Specialized. The sentiment he expresses - that riders take their equipment cues less and less from what pros race on - is something with which we absolutely agree. Whether it's backlash from years and years and years (and years) of doping, or just that the UCI can't respond to things as quickly as the market wants what it wants, or something else, I can't say. The UCI has a tough-ish job there, I'm not calling them a lumbering beast though they might be that - I really don't know. My point is that when you're trying to reconcile the needs and wants of the many-headed Hydra that is pro racing, you have to consider more than any individual has to worry about for himself. And when I say "himself" I mean a gender neutral "him." We love and respect women here at November Bicycles. Seriously.

The other issue is highlighted (highlit?) by a commenter someplace on the internet, who writes about this incident:

It's time for a union and for the UCI to do its job and resist industry profit pressures.  

The problem with this, kind sir, is that industry profit pressures are the reason that pro road racing currently exists. Cannondale, Lampre-Merida, BMC, Giant-Alpecin, Trek Segafredo - all teams sponsored primarily by the industry. Remove the endemic sponsors, even the ones that aren't top-line team name sponsors, and pro racing ends tomorrow. The sport has failed to execute a revenue model that allows it to exist without being little more than a promotional vehicle for the products used within the sport. 

This is the issue that I have whenever discussions of minimum rider salaries or whatever arise. There's no economic justification for them. The economics of pro cycling are more or less the economics of patronage. 

Don't misunderstand me, though I dislike pro sports in general, I enjoy watching bike races. After I raced Sunday, I watched a replay of P-R with friends and though it was great. And as regards said race, a guy crashed mere inches from me when he failed to pay attention at a moment when he should have been paying attention, but was futzing with his bottle instead. Should bottles be banned? But the other channel was showing The Masters. Want to talk about a legitimate economic model? 


Racing ahead

The whole problem with the world is that fools and fanatics are always so certain of themselves, but wiser people so full of doubts. - Bertrand Russell

I returned, and saw under the sun, that the race is not to the swift, nor the battle to the strong, neither yet bread to the wise, nor yet riches to men of understanding, nor yet favour to men of skill; but time and chance happeneth to them all. - Ecclesiastes 9:11

I've always wanted to work that Bertrand Russell quote into a post, but I'm going to invert the order above. My race this weekend proved Ecclesiastes was only right sometimes, if at all. With a solid 19 month gap to me last road race (lots of cx and a couple mtb races in that time), there was no hope for me but to follow wheels and sing BeeGees songs (staying alive, staying alive...), but one took off early and left us all for dead. The race went to the swift, the battle to the strong.

The most interesting dynamic to me was that we'd built about 10% of the wheels in my field. Of course this was a race in our backyard, and that particular field was an anomaly - we had one or two in each of the other fields, at best - but it was still cool. Only very slightly less interesting was the proliferation of wheels by "not the usual suspects." This race did not mirror a world tour race, with dominant blocks of wheels from only the most globally prominent brands. It was everything from a team that clearly bought a pile of rims and other parts somewhere and had them built and put their team name on them to the biggest brands, but the ratios and representations were way out of kilter from even one season ago. 

Which brings me to the Bertrand Russell quote: I have absolutely no idea where the market is headed. Every growth metric that we could use points up, but whether we are just in a temporary window where us doing what we're doing strikes a chord, we have no idea. The bike industry as a whole is SO rife with changes; ones that people have recognized and acted on, and even more so ones where unwelcome and disruptive (to some) change will eventually come flying through the wall like the big red pitcher in a Kool-Aid ad. About what the future of supplying bike stuff to riders looks like, we could hardly be less certain.

We're fortunate to be very adaptable, and unburdened by entrenched infrastructure. We can zig and zag as needed. We're also fortunate to have reached a point where we have some modicum of self-determination about what we do. We've developed operational and organizational strengths that give us a confident voice in how we do what we do. But the shape of the overall landscape in which we'll be doing what we do has never seemed more in flux than it is right now. 

We've also reached a point where a long awaited shipment of rims has arrived, so it's all hands on deck to go get those built and shipped.