Wheels-Techincal Info

Some hubs need to have caps removed to install the spokes. Once the spokes have been slotted into the hub the caps are replaced and the bearings adjusted.

Step 3:

The rim is laced to the hub and spokes using SAPIM nipples.

Step 4:

Initial tension is added. As tension is added and spoke balancing is done rims are checked for true. This step is important as it is another opportunity to identify any rims that aren't up to spec.

Step 5:

Spoke tension is balanced several times during the build. This is critical for the long term durabuility of the wheel.

Step 6:

Once wheels are up to tension and spoke tension is balanced a final true is done. The wheelbuilder then writes a report for each wheel that is sent with the wheel to the customer.

Step 7:

Although wheels are stress relieved several times during the build process, they are given a final stress relief.

Step 8:

Wheels are checked for dish and true a final time before they are boxed.

Each wheel comes with it's own report showing the tension and balancing of the spokes for that individual wheel and is traceable back to the person who built it.

NOVATEC EASY 3IN1 SYSTEM (Freehubs)

The 3IN1 EASY SYSTEM doesn't require changing one or both sidecaps when switch between SHIMANO / SRAM compatible and CAMPAGNOLO compatible freehub bodies.

To change freehubs you only need to move the washer (#3) to the other side of the hub.

Novatec offers Shimano 8/9/10spd, Sram 9/10/11spd and Campagnolo 9/10/11spd compatible freehub bodies.

HUBS WITH 3IN1 Easy

F162SB/F262SB

F172SB/F272SB

F372SB/F472SB

TOOLS NEEDED

1. 2pc 5mm Allem keys

2. 1pc 17mm open end wrench

To donwload step by step instructions of how to service or change freehub bodies with NOVATEC wheels using the UNIQUE 3IN1 SYSTEM follow the link below.

WASHER PLACEMENT - SHIMANO

WASHER PLACEMENT - CAMPAGNOLO

NOVATEC UNIQUE 3IN1 SYSTEM (Freehubs)

The UNIQUE 3IN1 System allows you to switch between SHIMANO / SRAM compatible and CAMPAGNOLO compatible freehub bodies quickly and easily.

When making this swap bushings [ #11] or side caps [#18] may need to be changed.This will vary between hubs.

Novatec offers Shimano 8/9/10spd, Sram 9/10spd and Campagnolo 9/10/11spd compatible freehub bodies.

TOOLS NEEDED

1. 2pc 5mm Allem keys

2. 1pc 17mm open end wrench

To download step by step instructions of how to service or change freehub bodies with NOVATEC wheels using the UNIQUE 3IN1 SYSTEM follow the link below.

DOWNLOAD INSTRUCTIONS

NOTE: ALL 2011 NOVATEC road wheels use the UNIQUE 3IN1 SYSTEM.

NOVATEC 3IN1 SYSTEM (Axles)

3 IN 1 hubs allow you to choose between a standard Quick Release, a QR with 9mm thru axle or a QR with a 15mm thru axle offering maximum flexibility..
NOVATEC WHEELS WITH 3 IN 1
WHEELS:
X-RACE V2 TUBULAR	X-RACE V2 CLINCHER	X-TRAIL 2X2 V3	BLAST V3
DRAGON V2	FLOW TRAIL	DYNAMITE V2	TX 29er

NOVATEC 4IN1 SYSTEM (Axles)


NOVATEC WHEELS AND HUBS WITH 4 IN 1
WHEELS:	HUBS:
DIABLO V2	D991SB	D992SB
DIABLO 29er	D881SB	D882SB

NOVATEC LAS LOCKING ADJUSTMENT SYSTEM

NOVATEC wheels using the LAS system:

X-TREME J158

X-TREME J333

LASER

SPRINT

X-PERTI W150

X-PERTI W350

X-PERTI W319

TWO PART SIDE CAP

This consists of:

[1] The Stop Nut

[2] The Lock Nut

These are used to adjust the smoothness of the bearings or to eliminate any play in the axle.

STEP 1:

Screw the STOP NUT in a clockwise direction until the desired smoothness is achieved or any play is eliminated.

Adjust ONLY BY HAND.

STEP 2:

Hold the STOP NUT [1] with a wrench so it doesn't move.

Screw in the LOCK NUT [2] in a counter-clockwise direction and snug it down aganist the STOP NUT [1] using a 5mm allen key.

Done.

SEALED BEARINGS

NOVATEC uses standard Japanese made EZO machine bearings. These are widely available at retail bike shops as well as commercial bearing shops around the globe or on-line.

From the manufacturer's Website:

"Bicycle Bearings (Cartridge Bearings)
Our thin-section cartridge bearings can be used as bottom bracket bearings or hub bearings and are available with metal shields or low friction seals and waterproof lubricants. If you are buying for your own bike or as a shop, there is no minimum order quantity."

To order directly from the manufacturer: sasmbbearings.comles@smbbearings.com

REPLACEABLE BEARINGS

NOVATEC uses standard Japanese made EZO machine bearings. These are widely available at retail bike shops as well as commercial bearing shops around the globe or on-line.

The tools needed to remove and install the bearings are basic and easily found in bike shop service departments on most continents.

NOVATEC DOUBLE BOOST GUARD (DBG)

DOUBLE BOOST GUARD

DOUBLE BOOST GUARD referes to the rim contruction used on some NOVATEC wheels.

A rim designed and built with DOUBLE BOOST GUARD is stronger, stiffer and more impact resistant

WHEELS WITH DBG

DIRTRIDE

DEMON

DYNAMITE

EASY TOOLS

NOVATEC Hubs are quick and easy to service with a few basic tools.

WHEELS	FREEHUB	TOOLS NEEDED	VIDEO

CLINCHER WHEELS
X-TREME J333	TYPE[D]	5mm x 1pc, 6mm x 1pc ALLEN KEYS and 17mm open end WRENCH x 1pc
X-TREME J233	TYPE[E]	5mm x 2pc and 6mm x 1pc ALLEN KEYS	Video
X-TREME J158	TYPE[D]	5mm x 1pc, 6mm x 1pc ALLEN KEYS and 17mm open end WRENCH x 1pc
LASSER	TYPE[D]	5mm x 2pc and 17mm open end WRENCH x 1pc
JETFLY	TYPE[D1 ]	5mm x 2pc and 10mm x 1pc ALLEN KEYS	Video
STINGER	TYPE[D1 ]	5mm x 2pc and 10mm x 1pc ALLEN KEYS	Video
SPEEDY	TYPE[D1 ]	5mm x 2pc and 10mm x 1pc ALLEN KEYS	Video
SPRINT	TYPE[D ]	5mm x 1pc, 6mm x 1pc ALLEN KEYS and 17mm open end WRENCH x 1pc

TUBULAR WHEELS

X-PERTI W285	TYPE[E]	5mm x 2pc and 6mm x 1pc ALLEN KEYS	Video
X-PERTI W350	TYPE[D]	5mm x 1pc ALLEN KEYS and 17mm open end WRENCH x 1pc	Video
X-PERTI W150	TYPE[D]	5mm x 1pc, 6mm x 1pc ALLEN KEYS and 17mm open end WRENCH x 1pc
X-PERTI W238	TYPE[E]	5mm x 2pc and 6mm x 1pc ALLEN KEYS	Video

HUBS	FREEHUB	TOOLS NEEDED	VIDEO

ROAD HUBS

F812SB	TYPE[B1]	5mm x 2pc ALLEN KEYS and 17mm open end WRENCH x 1pc

MTB HUBS

NOVATEC FREEHUB SERVICE (LAS)

NOVATEC wheels using the LAS system:

X-TREME J158

X-TREME J333

LASER

SPRINT

X-PERTI W150

X-PERTI W350

X-PERTI W319

TOOLS NEEDED

PARTS

TO DISASSEMBLE

TO ASSEMBLE

DONE

SAPIM SPOKES and NIPPLES

NOVATEC USES SAPIM SPOKES AND NIPPLES

SAPIM CX- RAY SPOKES

Spoke shape
One of the key drivers of the decreased spoke count movement was that early testing showed large drag decreases with decreased spoke count. Round is a very non-ideal shape for anything which must be propelled through the wind, and the early testing was all conducted using varying counts of round spokes, thus reducing the spoke number could have lead to large drag reductions in a wheel. Tires are essentially round and the only way to improve their performance significantly is to control the downstream airflow in such a way as to reduce pressure drag. Rim shape can help here but with spokes, however, we do not have the luxury of being able to build structure onto the trailing edge as we do with a rim. Spokes are generally designed primarily for structural properties including fatigue and ultimate strength followed by weight, with aerodynamics being more of an afterthought coming about in the late 1980’s and early 1990’s.

The first aerodynamic spokes were bladed; essentially, a round spoke was smashed in the center to form a thin rectangular cross section. This was an improvement, but hubs now had to be slotted to accept these special spokes, and they tended to be heavy as only straight gauge spokes were generally bladed. The next improvement came in the form of ovalized spokes. These had the advantage of not requiring slotted hubs, but were generally still made from straight gauge wire, and were still heavy. The beauty of the oval profile is that it is very aerodynamic over a wide range of wind angles and conditions. Bladed spokes are more aerodynamic than round spokes at most every possible condition, however, they do add some side force to the wheel in a cross wind, whereas oval spokes tended to yield an aerodynamic improvement and reduced side force. In 2002, a radically new spoke from a small Belgian company had taken the pro peloton by storm. The spoke was the CX-Ray, a double butted spoke, ovalized through coining, and post heat treated. The test results showed a more than doubling of fatigue life, and a slight improvement in aerodynamics over the existing 14 gauge ovalized spoke. The aerodynamic benefit came with a weight benefit as well since these spokes were ovalized on a 16 gauge butted section, so Sapim had produced an aero spoke with the weight of a superlight butted spoke.

This chart shows the various spoke shapes and sizes, with their computer predicted pressure wakes at 30mph. The computer simulations predict numbers which do correlate with real world testing of built wheels.

Note with the round spoke, that the wake will generally be equal to the diameter of the spoke, such that even the thinnest butted spokes have pressure wakes larger than heavier gauge bladed or ovalized spokes.

Some have theorized that bladed or ovalized spokes will ‘stall’ at higher wind angles causing increased pressure drag, but wind tunnel testing has thus far shown this to not necessarily be true in any of the wind angles generally assumed to normal.

The graph below comes from data taken at Texas A&M in January 2004. Two different Zipp 303© wheels were used, both with the 2001 ‘V’ shape which has since been changed, however, the only difference between them is spoke shape. Also shown are two competing carbon wheel models, one from an American company, another Italian. These rims are nearly identical in shape, with one using round and the other bladed spokes. The two lower lines represent current model Zipp 303© and Zipp 404© wheelsets integrating both CX-Ray spokes, and the latest rim shapes optimized over the past 4 years.

At first glance, one notices the improvement from bladed to oval spokes in the older ‘V’ shaped Zipp 303© wheels. Also of note is that the wheels of that time period used 24 spokes instead of the current 20. The second thing one might notice is that the wheel with 16 round spokes has slightly lower drag than the one with 18 bladed spokes, which is confusing because the article just stated that blades were more aerodynamic. But now for the rest of the story.

First, the distance between the two curves is within the margin of error of the wind tunnel balance and despite the tests representing averages, these two tests each only have three sets of data to average from, plus the rims are slightly different shapes despite being identical in depth and width. Secondly, the aerodynamic forces on the wheel are only one component of the drag of the wheel itself. The wheel in the windtunnel is being spun at a constant 30mph during testing, and by measuring the wattage required to spin the wheel during the testing we can determine effectiveness of some of these small changes.

Below is the graph of the identical test shown above, however the data represented is not from drag, but wattage required to spin the wheel during this drag test. What you will notice is that while round or bladed spokes, or spoke count may not drastically affect the aerodynamic loads on the entire wheel, the power necessary to spin that wheel can vary dramatically.

Perhaps the most noticeable feature of this graph is the very high wattage of the round spoked 46mm deep wheel. Requiring more than 10 additional watts to spin when compared to the almost identical bladed spoke 46mm deep wheel, with which it shared nearly the identical drag curve!

Also, of note is the improvement in performance of the 2001 Zipp 303©, with the oval spokes proving to be slightly better than the bladed spokes when combined with the same rim. Also of note is the slight aerodynamic power improvement between the 2004 model Zipp 303© with 20 CX Rays vs. the 2001Zipp 303© with 24 bladed spokes. Individually, the graphs show slight improvements between models, but taken together, the overall wheel performance is quite large. The 46mm Italian wheel requires lower wattage to spin than the Zipp 303© because it has shorter spokes (deeper rim). The portion of the spoke closest to the rim is the portion moving the fastest through the air, and the portion generating the most drag, this is why generally deeper rims will have generally lower drag and require less wattage to spin, assuming that other best practices are utilized in the design of the wheel.

Conclusion:

Even the best rim designs and intentions can be negated by poor spoke choice. Round spokes offer very good strength and fatigue performance, but hold a substantial aerodynamic performance penalty and should be avoided in high performance aerodynamic wheels. The aerodynamic power differential between round and oval spokes is sufficiently higher than any possible weight savings, equating to tens of pounds of additional weight to the bike, so round spokes should be avoided regardless of weight advantage. Fortunately, ovalized spoke technology and heat treatment technologies have allowed the CX-Ray to be as light as the lightest round spokes, while also being superior aerodynamically. Many wheel companies avoid the CX-Ray due to its extremely high price (roughly 4 times the cost of butted round spokes) but when ultimate performance is desired, there is no other logical option.

SAPIM LASER SPOKES

Sapim butted spokes have two major benefits: less weight and more strength! Technological advances using cold forging (SAPIM Forging Technology) 'stretch' the spoke, retaining the linear molecular structure of the material, thereby increasing the spoke strength at the middle by at least 48%. As an added bonus, the thin middle section of the light Laser and Race spokes also provides better shock absorption.

SAPIM S.I.L.S - POLYAX NIPPLES SAPIM INTEGRATED LOCKING SYSTEM

SAPIM S.I.L.S.

SAPIM POLYAX NIPPLES

The SAPIM INTEGRATED LOCKING SYSTEM secures the nipple to the spoke. It prevents the spokes from unwinding and thereby losing spoke tension in the same way that various spoke treatments do. However, while other spoke treatments break down or wash away over time the SAPIM INTEGRATED LOCKING SYSTEM remains effective.

Sapim's original POLYAX nipples have a rounded profile, which allows up to 9 degrees in the radial direction and 6 degrees in the axial direction for better spoke seating. Improved seating angle increases spoke life and overall wheel durability. Standard spoke nipples have a tendency to straighten themselves away from the direction of the spoke, but the rounded design of the POLYAX nipple head reduces the stresses produced by axial and lateral forces inherent in wheels with low spoke counts.