#16
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Took the words right out of my mouth.
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#17
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x3 for rim brake tubulars |
#18
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#19
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#20
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Fiber Dynamics is still around making some really cool stuff.
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#21
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Your hooked rim question is answered at the bottom of his post!
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#22
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Phew - this is what happens when I post while being exhausted and picking up replies I had started hours prior
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#23
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Do we have a price or eta yet ?
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#24
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I, for one, am grateful that folks like coachboyd, nicrump, Dave Kirk, and others are willing to engage here and provide their insights. Just another reason to treasure The Paceline. Thanks folks.
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#25
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I just realized that I still have a set of R45 20/24 NOS hubs with a Campy driveshell sitting in a parts box. Count me in for a set of the rim brake hoops when they're available.
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#26
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Perhaps you can make the argument that there isn't much to gain from a custom weave for something that sees fairly uniform forces, but it's not really the same. Found this screenshot from the press release: https://bikerumor.com/video-time-sho...manufacturing/ Last edited by rice rocket; 04-27-2024 at 11:17 PM. |
#27
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Quote:
No hate from me. I was just pointing out that the article said “first” and as Nic confirmed, it is a tech that has been used for some time. I am not an engineer, just been using stuff (in bikes and boats) with various forms of braided fiber and resins/agents made in varous methods of manufacturing over the last half century or so. I think you are putting the accent on the wrong syllable. The key is that one engineers the fibers to be laid in a certain way for the purpose and then a resin/hardening/ etc agents are added along with pressure to “set” those fibers and the associated stiffening agent in a way so that they are structurally manufactured so that the end result is a product as engineered. The syllable that is important is the wax and removal of it combined with the fiber methodology. Simplistically, this allows the rim to be manufactured in a way that delivers a finished product which is closer and more probably exact to what was engineered. The other methods used by the other “name” carbon wheel (and spar in sailing) manufacturers that don’t used the wax/RTM method results in a more uneven resin application which leaves more/less weight in some areas and/or differing structural integrity in spots than was originally intended. For a wheel which travels in circles, the goal is consistency (if that is the right word in trying to explain it) around the whole structure. That’s a simplistic explanation of the method differentiation. And, as I said, no hate. I love the methodology. That’s why I bought wheels made that way a few years ago and have put my butt on boats 100 miles out in the ocean with critical parts built this way. And we have all probably flown on planes that have used the tech in some way. My issue was with a statement in the article not with Boyd. I own Boyd wheels (from the OG methods) and love them.
__________________
Jon Last edited by htwoopup; 04-28-2024 at 06:47 AM. |
#28
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That Time video is impressive.
No reason to call such a carbon frame as coming from a waffle iron. Has always been the frame I wanted. |
#29
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#30
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I suspect the custom (automated) loom is the key to this operation. A common way to build carbon rims is to laying pre-cut carbon layers into a mold, which requires a lot of hand labor. So choosing where to build a factory to do carbon molding can depend a lot on the local labor rates. This is why so much carbon component manufacturing had been moved to Asian countries, where labor rates are generally cheaper. But when manufacturing is highly automated, requiring less human labor, manufacturing may instead be moved to locations which improve efficiencies in other aspects of the supply chain (such as shipping, warehousing, customer support, etc.). So for the North American market, it may be cost effective to locate a highly automated carbon rim manufacturing plant in North America.
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