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EMAIL: INFO@WHEELSMITH.CO.UK

5 TORWOOD AVENUE, LARBERT, FK5 4NG

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Call us on 07881 724067

Or email info@wheelsmith.co.uk

Wheelsmith Ltd

5 Torwood Avenue

Larbert

FK5 4NG

Opening Hours: Mon-Fri:

09:00 to 16:30

The phone and email are off outwith these times.

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DISC RIMS

DISC RIMS

We have waited patiently for good disc-specific rims to evolve. There are two variations; low pressure CX (large tyre specific) and true road-specific which can handle high pressures.

Previously, some of the strength in a rim has come from the braking surface (which is thicker than the rim side-wall) and the depth of the rim itself. If you remove the braking surface then the entire rim will be weaker and the hook can be forced outwards with high tyre pressure. This can lead to considerable spoke tension loss which can lead to nipples loosening off and the the wheel going out of true. In extreme cases of overinflating tyres on a CX specific rim, the hook can even flare out and the tyre will blow off the rim. The larger the tyre, the greater the effect.

Some of this "hoop-wise" deformation can be avoided by using dedicated "tubular-clincher" tyres from Hutchinson, Tufo, Schwalbe etc, but there is still a noticeable compressive effect at very high pressures on a rim not able to take it. (We have ruled out Stan's Grail rim for this reason, and won't perform any remedial work on wheels designed for cyclocross which are being used with road tyres: Kinesis Crosslight V3 for example).

While some low-pressure specific rims don't need any redesigning to overcome this, a true road rim does. Side-wall thickness is increased and the rim profile should be more rounded. The result is a disc rim which is the same weight as a typical road rim of similar dimensions and intentions.

Combine this with disc hubs which are usually around 100-150g heavier than their road versions, and a few more spokes front and perhaps rear,

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