All

Thanks for the keyword! Found a shop listing for the group. https://www.tradeinn.com/bikeinn/en/sram-xxsl-t-type-eagle-transmission… $2425 for a power meter kit, can't verify it much though. EDIT This site has a BB with new part numbers. Looking at the list XX and XXSL are different products both using the "T-Type" Chain. https://www.sykkel.no/komponenter/sram-kranlager-spacer-kit-dub-mtb-wid… 2ND EDIT XXSL T-Type Chain https://www.tradeinn.com/bikeinn/en/sram-xxsl-t-type-eagle-hollowpin-t-… $132.99 (maybe) I also found some T-Type Apex stuff so it looks like there will be a pretty big overhaul of the product line.

I think the plan is to have: XX, Deluxe XX, Super Deluxe XX, Super Deluxe XX Select, Super Deluxe XX Select Plus, Super Deluxe XX Ultimate, Super Deluxe XX Ultimate SL, Super Deluxe XX Ultimate SL AXS, and, of course, Super Deluxe XX Ultimate SL AXS Flight Control™ B52 C130 with Electrolytes.

I cant for the life of me think why GX isnt acceptable, other than youd like something more blingy. I'm willing to put a 6 pack on the fact, that in a blind test, you couldnt tell the difference between a GX rear mech, and an either higher priced equivalent. Ill supply the bike, and beer, and put you to the test on it if youre willing. As noted in earlier posts, you can get current gen, cable XX1 groupsets on TBS bike parts for mere shillings. If you need it, go get it, otherwise, I'm unsure about complaining about...

I have no doubt the price will be $$$, but I'm skeptical of this. Maybe something was lost in translation going from aussie bucks to freedom dollars? XX1 chains are ~$90 bucks. Current flattop RED chains are $75 at msrp. It would be pretty egregious to have a literal 160% price increase. Also—XX SL AXS? Are there going to be different SL and regular tiers of XX?

Wait till you see the pricing on the new XX SL AXS. the chain alone is $240 USD haha

my guess is that its just too difficult to justify the costs of carbon tooling for a DH bike. even trek and spesh have gone back to AL for the latest iterations of the session and demo.

Not that anyone cares... I have gx axs and I'm on my 3rd derailleur (first two were warrantied for clutch failures). I originally had it on my enduro bike because that's the bike I put all the fancy stuff on... but I also travel with it in a bike bag often and liked the ability to remove it from the frame easily and not having to wrap it in a pool noodle to protect the rear triangle. I digress... I have since removed it from my enduro bike and moved it over to my ebike and if given the choice...

I just zip tie my spokes to each other.

I'd love to see a simple deflection test of the wheel. Rigidly mount the hub to something- apply a load sideways- measure deflection. Change spoke tension and repeat. I always thought spokes behaved like a preloaded bolt- same as milton mentioned.

engineering.JPG This trend is true to a greater or lesser extent of every spoke above the centreline of the hub in the left hand scenario, but true of every spoke above the centreline PLUS every left hand spoke below the centreline in the right hand scenario

That's a fine assumption to make if you only ever ride in a perfectly straight line on perfectly flat ground without ever leaning your weight to either side.

If the primary load path is through the hub axle, hanging from the top of the rim, what effect could spoke tension have on radial deformation of the lower portion of the rim when subjected to impacts? I always assumed spoke tension would have a bigger effect on elasticity of the rim than the spokes themselves. Anyone ever tested spoke tension above and below the hub with a rider on board?

Seriously guys I hate it to be a hater, but... From the engineering standpoint spoke tension does not have anything to with compliance of a wheel in the same way that spring preload on your shock does not affect the sping rate. And this is not mentioned in the video is just strange to me. Hear me out. In a functional wheel all spokes are preloaded. This means that in a normal riding scenario all spokes stay preloaded/pretentioned at all times. This means that only Young's Modulus (elasticity of material so to speak) and the spoke geometry (cross-section area of...

Same questions John Hall mentioned apply. Carbon or AL? DS or NDS? Is your tensiometer calibrated? Typically, I shoot for just under the hoop mfg max which on many carbon wheels is ~130kgf... so I'm shooting for 120ish on the drive side. When I'm lacing up ex511's... which prior to the reserve hoops, was the only AL hoop I will use. I shoot for 115ish on the drive side where the max for that hoop is 122kgf.

Yeah tool also has numbers and a chart that you’re supposed to cross reference with spoke material and thickness. I'm running Aluminum E13 wheels. So my numbers are kind of arbitrary as well. I’ve been using the tool just to keep them on a tension so each time I ride/race they feel the same.

The tension tool is cool. You can add some compliance to your bike and check the tension from time to time so when testing other parts you know that variable has not changed. For moto I’ve used spoke torque wrench which works well but if the nipple and spoke are seized, you won’t get an accurate reading.

I'm also using the Park TM-1, but for more accuracy, I calibrate it at home every time I build a new wheel. To do so, I built a frame with scraps of 2x4 (saw this on a forum somewhere), drilled a hole at the bottom and at the top to insert threaded rods with hooks, then I suspend a 300kg portable hanging scale attached to a spoke. I usually use the same spoke and nipple as what I'm building the wheels with. Then I tighten one of the threaded rods until I reach specific kgf readings and I check what...