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Showing posts with label Wheelset. Show all posts
Showing posts with label Wheelset. Show all posts

Review: 2014 Reynolds Assault SLG

January 2013 - Fresh off dipping my toes into carbon clincher waters via the Reynolds 46C, I immediately went to look for something more modern. I wanted a wheelset with a toroidal cross section, light weight and the requisite wide track. These wheels need to be priced far enough from Zipp and Enve to make sense not getting the after-mentioned wheels. 

With Reynolds really making a fresh, good impression I didn't hesitate to pull the trigger (or rather push the Buy Now button) on a pair of 2014 Reynolds Assault SLGs. 

Indeed, the spec sheet was impressive. Toroidal - check. Wide - check. Lightweight - check. Affordable - hmmm okay, check. 

A few emails to my USA shipper and a few days later, the Assaults have arrived.





Tech

There is much to like about the 2014 Reynolds Assaults. 

First, the depth. The Assault SLGs come in at a very very sexy 41mm rim depth. I would like to say that for a Roadie like yours truly, this depth is just PERFECT. It looks deep enough to be aero yet thin enough to suggest rapid acceleration. Who would have imagined that just shaving off 5mm from the 2013 Assault depth would make much of a difference. 




Reynolds 46 C and Assault SLG - 46mm and 41mm

Second, the width. At 25mm wide. The assault SLGs give you width and then some. When paired with our staple 25mm GP4000s', we were presented with a very clean tire-rim profile without the lightbulb shape which would have been present in the case of 25mm tires and 21mm> rims. This would surely please a lot of aero geeks (oops....enthusiasts) out there. Aerodynamics aside, we were surprised at how low we went with our air pressure. More on this later.

Third. Weight. Our sample came in exactly at the manufacturer's claimed 1475g (Front: 649g, Rear: 826g - no tape and skewers). The Assault SLGs do not really stand out from the crowd in terms of overall weight. But - the listed weight is not bad at all, given the 25mm width.  




Straight pull hubs are by Reynolds Racing and spokes are DT Swiss Aerocomps. Twenty radial spokes in front and 24 in the rear mounted in a two cross-drive side pattern.

The Cryogenic Glass Transition (CTg) brake surface which is present in our previous 46C clinchers makes is also incorporated into the Assault SLGs. CTg is a series of different compounds and materials which are designed to better withstand the heat produced by braking. And of course, the system requires the use of Reynolds' Cryo Blue pads which are solely to be used with the CTg surface.

Reynold's Swirl Lip Generator (SLG) is also featured in the Assault SLG :). SLG is a very small protrusion on the inner edge of the rim which disrupts passing air enough to replicate the airflow of a wider rim. The effect of which is smoother, and therefore faster, airflow.

Spoke nipples are external; this should please a lot of cyclists who do their own truing.

Graphics are thankfully subdued, with the logos and names printed in thin white outlines.


Veloplugs

This was our first time to try Veloplugs as well. In an effort to keep the set weight below 1.5kg, we used these marvelous contraptions to keep the weight down. And they worked! At an estimated 5g per wheel, we saved somewhere in the region of 30-40 grams compared to the supplied tapes. 

Weight weenies rejoice!

Oh, and just so everyone knows, we used the Red Veloplugs for the Assault SLGs.


My sincerest apologies for using an Instagram pic of the plugs
.

On the Road


During our first time out with the Assault SLGs, we experienced a very loud squeal coming from the front brakes when applied at medium to high speed. While disconcerting, we easily remedied this by toeing in the pads. Although recommended, this was something we never had to do with the 46Cs. 

Almost Immediately the 25mm width's advantages made itself felt. While we typically run 95/100 PSI front/rear. We purposely pumped in 90/95 during our first ride. It made a bit of a difference. Subtle but noticeable. And after several more rides and a few pounds of rider weight loss, we now run the Assault SLGs with a tire pressure of 75/85. 

The ride at this pressure is simply amazing! 

Acceleration is very good and so is the handling. The stiffness of the 46Cs is still there, but fortunately, much of the bite from road bumps are taken out by the tires. 

One thing that these new aero shapes do well is handle crosswinds. The Assault SLGs are no exception. Although you still feel sudden sideward gusts, they are a lot less noticeably felt and you can easily power through constant sidewinds from 3 o'clock to 9 o'clock.

We really like the Assault SLGs and it seems these will be mounted on roadie for quite a long time. 


Looks perfect on the Foil


Verdict


Equipped with the latest in wheelset tech. Not exactly cheap but the money feels well spent.

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Review: 2013 Reynolds 46 Clincher

December 2013 - I have always stuck to rims with aluminum brake surfaces as they allow me to brake as I please and as hard as I please without much thought about delamination or warping. Indeed, the internet is filled with such horror stories due to failures related to brake surface overheating.


This was until I test rode a friend’s generic 50mm carbon hoops.  I was immediately blown away by the weight... or rather, the lack of it.  After rolling on 1700 gram Shimano C50’s for the better part of the last year, riding on sub 1500 gram wheels was difference as distinguishable as night and day.  


Hill climbing became less of a chore and we went through said uphills a tad faster than normal.


That said, I still hesitated on getting a set. What if it rained? Carbon wheels are notoriously poor in stopping in the wet. What about long descents where you had to sustain constant brake pressure?  Conditions which are reported to be the cause of warping?


Pass.


One day, on a random visit to my favorite brick and mortar LBS, the Godmother herself saw me looking at some carbon hoops and gave me an offer I can’t refuse.


I went home with a pair of 11-speed compatible 2013 Reynolds 46C's.






As much as I hate to admit it, I was pretty excited to leave my alloy brake surface comfort zone and put on new wheelsets. I suppose any Cyclist would feel as giddy whenever such a new equipment scenario presented itself.


On a side note, I would have gone for a more popular and affordable offering from the Reynolds stable, but to be frank, I didn’t quite warm up the graphics on the 2013 Assaults. But subdued graphics, DT hubs and better spokes were enough, in my mind, to pay extra for the 46 C’s.  


Tech


Sporting a more traditional 21mm width and regular V-shaped cross section. The 46C does not sport the now de rigeur toroidal shape nor the 23+ mm width of its newer competitors. Be that as it may, doing so has made the 46C’s innately light without delving into exotic carbon layup territory. And for more than a few cyclists, light weight is an advantage in itself. Although based on what we would now call old tech, the 46C is not without its own aero tricks. Reynolds have incorporated their SLG (Swirl Lip Generator) technology to the inner edge of the rims. This, Reynolds claim, reduces drag on the 46C by approximately 20% at 10 deg yaw,  


The wheels came in at a listed 1440 grams, roughly the equivalent of the Shimano WH-9000-C24’s we’re so fond of. But of course the 46Cs come in a more aero-friendly 46mm depth profile. As an aero road frame user, it makes perfect sense to mount aero wheels to match. The 46C's Simple, smart graphics is always a welcome bonus.  





To address the extended braking scenarios, Reynolds integrated their CTg braking system in the 46 C. The CTg (Cryogenic Glass Transition) System is Reynolds’ patented rim-pad pairing that enables so equipped Reynolds wheels to run up to 53% cooler compared to standard carbon-pad combinations’. In effect, CTg uses different kinds of carbon laminates to transition from the brake surface to the rim itself. This creates a heat sink effect wherein the brake surface passes heat onto other areas on the rim surface where passing airflow helps dissipate the it.  


This ensures smooth and predictable braking performance and dependability. As a system, users are required to use the included Cryo Blue pads else the warranty is void.


Handling mechanical duties are DT Swiss straight pull hubs. Spokes are DT Swiss Aerolites. The front is laced radially with 20 spokes while the rear has 24 in two-cross config. This configuration, like it or not, utilizes internal nipples. While we are sure this aids with smoother airflow, it’s certain to turn some off from doing frequent DIY truing.  


For 2014, reynolds have replaced the 46 C with the 46 Aero model. This updated wheelset sports a whopping 26.2mm width with aerodynamic features similar to the current 58 Aero. Weight has grown to 1505 grams though. 

All in all we were very satisfied with the 46c's.  


On the Road


The first thing we noticed about the 46's other than weight is the stiffness.  The wheels give the impression of immediately transmitting pedal input to the road where it belongs. Spinning these wheels up from a standstill is very very easily accomplished. At speed, the wheels hold speed quite well.


We used the 46C’s with our favorite 25mm GP 4000s’ without a problem. Although this produced a pronounced ‘lightbulb effect’, we felt the immediate benefit of a smoother ride due to the reduced air pressure possible with 25mm tires.


The DT Swiss hubs are smooth and quiet. Perhaps too quiet as we frequently had to call the attention of pedestrians and fellow cyclists as we went freewheeling.


We had the chance to test braking performance on a winding 8km descent from Bugarin. We have to admit that carbon braking takes some getting used to in terms of technique. However, the change is not that far off from alloy as it involves anticipation, timely deceleration and alternating between front and rear brakes. We do miss the ability to gun the brake levers all the way down though.


Unfortunately (or perhaps fortunately) I was not able to test the brakes in the wet. Though it’s something one should prepare for, it’s not something I’m looking forward to personally.



Verdict


Not the most modern of carbon clinchers but still plenty light and stiff. A great value if you get it at a discount!


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Shimano WH-9000-C24-TU 1100 gram Tubulars

Shimano has just announced that it will be releasing the long rumored Tubular version of the C24 wheelset. The tubular version,WH-9000-C24-TU,  wheelset weighs in at a svelte 1,100 grams. No need to rub your eyes, Yes, that is the claimed weight.

This is, for us, the most interesting of the new 11-speed compatible wheelsets announced by Shimano. Other goodies include the RS-81, basically a WH-9000-C50 wit Ultegra level hubs and a new 105 series full carbon SPD-SL pedals.

From the looks of things, the WH-9000-C24-TU will be a 21 spoke affair on the rear (vs 20 spokes in the clincher). We presume that the front will sport 16 spokes similar to the clincher version.

Even if Shimano is over-optimistic on the weight figures and end up at around 1155grams (5% error margin), these will still be light wheels by any measure.

This is something  hardcore tub climbers or weight weenies will surely look forward to.

And, yes, the graphics have grown on us enough to stop complaining about them.

Sad news in all of this is that these wheels will be released in 2014. At least that gives people time to save up.

Meanwhile, you can check out our reviews on the C50 and C24 here and here.


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Review: Shimano Dura Ace WH-9000 C50 CL

Shimano is not the adventurous type when it comes to adopting cycling trends. The Japanese giant is known to stick to its guns and err on the side of what's proven and reliable as opposed to, say, losing a few grams.  The word traditional often comes to mind. 

That isn't to say that once cycling theory becomes cycling fact, Shimano would still stick to how things were previously done. Indeed, Shimano often takes these newfangled concepts and integrates them into their existing products.


Case in point is Shimano's staple aero road wheel, the venerable C50. Mr. Shimano and his crew of cycling engineers took a good hard look and the 7900 series C50 and gave it one heck of an update. Yes, the good old C50 is reborn and has gotten a lot better! 




The latest incarnation C50 is the WH-9000-C50-CL. Quite a mouthful... Shimano seriously needs to come up with less verbose names. The wheelset sports the classic 50mm deep profile in UD carbon with an aluminum brake surface. However, similarities between this and the previous 7900/7850 editions stop here. A product of Shimano's 'Blade Concept', these wheels incorporate features which Shimano feels are key to slicing the wind.  

Biggest news here is Shimano's adoption of the aerodynamic toroidal shape. Whereas the previous C50s were essentially V-Shaped, the 9000 series now sport the de rigueur aerodynamic shape. 




Shimano calls its toroidal shape the D2 rim profile. Where traditional aero rims tackle drag reduction duties by itself, the toroidal shape factors the tires into the equation.  By taking the tires as the leading edge of the shape and building the rim around this, the toroid is completed. 



This eliminates eddys formed between the wheel and the rim and presents the wind with a unified shape to cleave it with. The improved aerodynamics will translate to faster speeds given the same effort, or less power to maintain the same speed. Shimano says that this shape is effective at wind yaw angles from zero up to 15 degrees. 

Second big upgrade on the rims is the width. Rims for the Clincher version are now 23mm wide, up from the previous generation's 19mm. While this may just be an after effect of the D2 profile, it is indeed an upgrade in itself. As discussed in our Dura Ace 9000 C24 TL review , the primary benefit of this is improved rolling resistance, traction and ride quality. 





The Dura Ace C50's now come in a 16-21 spoke configuration. The front is laced radially while the rear comes in what Shimano calls Optbal 2:1 lacing. Quite simply, there are two spokes on the drive side to one on the non-drive side. The 14 drive spokes are cross laced while the 7 non-drive spokes are radial. Shimano engineers reckon that this grants the wheels greater strength and durability compared to previous C50's, which were laced 10-10 each side.

The thin, bladed spokes receive a neat cosmetic touch. Each individual spoke is half-painted to give a fade effect to the wheelset. While this may not be to everyone's taste, we think this decoration is fresh and adds a bit of flair to the set... rather like implying motion even if the wheels are just on display. Graphics feature the now familiar 9000 series silver-gray swoosh, first seen on the C24. Unlike the C24, however, the lines on the C50 are much more decent and clean looking. That said, we still prefer the professional looking 7850/7900 graphics over the current ones. 



 Spokes, in closeup


Gone are the 7850's red alloy nipples. The 9000's spoke nipples have been hidden inside of the rim. While this no doubt aids aerodynamics, it will make truing a bit of a pain...necessitating the removal of tire, tube and tape. Fortunately, Shimano has a reputation of building bombproof stuff so this shouldn't be a frequent concern. 



Holding everything together are the all new 9000 series 100% Titanium freehubs.  Shimano's easily serviced cup and cone system reappear. And while there may be a debate over cup-cone vs cartridge bearings, few will argue that cup and cone is the way to go for ease of maintenance. 



Shimano lists the weight of the WH-9000-C50 as 1672 grams, but our scales have them at 1710 grams without rim tape. This is more or less the norm for a set of high end 50mm aluminum brake surfaced carbon clinchers. We substituted Shimano's blue High Pressure Rim tape with a single layer of Stan's Yellow rim tape. This gave us a 20 gram weight savings  for the set(Stan's: 5g; Shimano Rim tape: 15 grams). 


A single layer of Stan's Tape will knock 10 grams off of your rim

RoadieMania's ligthened c50s. Add 20 grams for off the shelf weight

It's interesting that the 9000 series C50 is a tad heavier than the 7900.  No doubt contributing to this is the increased spoke count of the rear wheel. 


Scottie's new shoes

On the road, however, the wheels feel positively lighter than the 7850 we have used in the past. This may be in part due to the increased width of the 9000 series rims. Wider wheels = decreased sidewall flex = lower rolling resistance = easier to spin. Indeed, the C50s are almost as easy to spin as the C24s, moreso given a rolling start.  

When the C50s start spinning is when they really start to shine! Each pedal stroke is rewarded with continuous speed. The deep 50mm rims slice the wind as expected and carry momentum very well.  In particular, speeds above 30 km/h are definitely easier to maintain compared to a set of lightweight box section rims. Like all aero wheels, crosswinds are still a concern but not as much as, say, a 60mm or deeper rim.

The flipside though is accelerating from a standstill: The weight will definitely make itself felt.  The additional weight of the rims would also be felt in long climbs. However, for rolling hills, the C50's are still outstanding... after all, they only weigh as much as a matching set of Mavic's Ksyrium Equipe S or Fulcrum's Quattro.... not too shabby for a deep aero clincher with an alloy brake track!

And speaking of brake surfaces, the alloy track on the C50 work extremely well with the highly regarded BR-9000 dual pivots. The alloy tracks indeed add weight, but they also add peace of mind. These are wheelsets which you can confidently brake on in 50kph descents without any worry. 

The C50s hold up just as well as the C24s do on rough asphalt with just the right balance of stiffness and vertical compliance. Whether you want to hammer down for a sprint or do a century, the wheels just take it all in stride and do its job. 

The WH-9000-C50-CL is a wheelset with very few faults.  Modern aerodynamics, features, materials, craftsmanship and Shimano reliability, the C50 has them all.  If asked for cons, we'd say weight and graphics...but as you can probably tell, this is just nitpicking. 

These hoops are just 200 grams short of perfection. 

Verdict

A modernized rehash of a bulletproof classic. Rides well and makes good use of momentum. A bit porky, but that's to be expected from an deep wheel with an alloy brake surface. 


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Review: Shimano Dura Ace WH-9000 C24 TL

With the foray into the world of 11-speed, Shimano suddenly needed a new team of wheelsets  to cater to its new super-gruppo.  Thus, the WH-9000 series wheelsets came to be. 

While most of these hoops are updates to previous WH-7900 offerings, Mr. Shimano and Co. have incorporated some innovations into their current lineup to bring them up to speed with current cycling trends.   Shimano has set two philosophical design goals with their latest wheels. These are the 'Blade Concept' and the 'Accelerating Speed Concept'. The Blade Concept, as the name implies, prioritizes slicing the wind. The Accelerating Speed Concept, on the other hand, deprioritizes aerodynamics in favor of being all-rounders. Aero considerations are still there, but acceleration and climbing come first. 


Today, we take a look at the WH-9000 C24 TL wheelset, a product of the Accelerated Speed Concept.  An evolution of the WH-7900 C24 TL, the 9000 series C24 natively supports the Dura Ace CS-9000 cassettes. Since Shimano chose to maintain their current spline pattern, the C24's can also be used with 10-speed cassettes. You do have to use the supplied 1.85mm spacer though since there's a difference in cassette length between 10 and 11 speed. 



Shimano reprised the carbon laminate approach to the C24. They bonded a layer of carbon fiber over thin aluminum to provide additional stiffness and strength to the rim while shaving weight.


Shimano lists rim width at 20.8mm wide. As can be seen in the image below, the sidewalls are almost flush with the brake surface. Rim depths are listed as 21mm for the front and 23mm for the rear. 



TL indicates that this is the RoadTubeless variant. 90g heavier per pair than the plain clincher (CL) version, the weight disadvantage is partially offset by discarding wheel tape altogether (~30g). Manufacturer claimed weight is 1,454 grams. While not exactly flyweight, the hoops are light enough for some extended climbing action.





The hubs got a major level up as they are now full Titanium whereas the 7900 was only part-Titanium.  These come in a sexy satin black painted finish. Unchanged is Shimano's traditional cup and cone bearing design. Shimano is known for its durability (hence DURA(bility)-ACE) and per their dictum, cup and cone is the way to go. Indeed this is a reliable and robust arrangement. As a bonus, the hubs can be serviced by any reasonably competent mechanic with basic shop tools. 

Also carried over are the 16 and 20 spoke count and thin bladed spokes which both contribute to aerodynamics and weight reduction. These also promise not to give nasty surprises in sudden heavy crosswinds.



We're not too hot on this year's graphics though. The labels are smaller, subdued, monochromatic and tame compared to the 7850/7900's, which flaunt the brand for all the world to see. Adding to our eyesore are the funky wavy/tribal silver-gray colored swoops which adorn the rims.  The look comes out as neither stealthy nor sporty.  While not downright ugly, these take some getting used to.... and when you do, you still know at the back of your head that they will never be as sexy as the graphics on the old C24. 
      

Mr. Shimano, can we have these graphics back? Pretty Please???

We initially mounted RoadTubeless Hutchinson Fusion 3's to these fine wheels. However, we gave up due to some major issues with the tires. Most locally available Fusion 3 stocks have developed cracks where they were folded, necessitating the use of sealant to hold air. To add to our frustration, even the sidewalls of the Fusion 3 began to leak air near the logo. This is very disappointing considering our positive past experience with their Fusion 2's. 

Keeping in mind previous issues with Dura Ace wheels and some sealants, we decided to forego RoadTubeless altogether and mount our erstwhile favorite tires, the Continental GP4000s. In went matching Race 28 Light inner tubes to complete the combo. As previously mentioned, rim tape is not required as the inside surface is perfectly smooth.  


On the road, the new generation C24's deliver what C24's of old always have: stiffness and comfort. While these two properties are often at odds with each other, the C24 somehow manages to deliver both in spades! Rough asphalt vibrations are muted enough to give road feedback without being uncomfortable... and take note, we tested at 120psi. There is no doubt in our minds that lowering this to between 90-115 PSI would result in an even better ride.  

When the time came to amp up the watts, the rear springs into life, and rapidly propels the bike forward... almost taunting us if we're giving it all we've got!   

Freewheeling is silky smooth. If you're after the tunog mayaman (loud ratchety metallicsound, then these hoops aren't for you.  The sound the C24s make is suave and muted. Easily drowned out by traffic.  

Braking is very good, although we have to give half the credit to the excellent BR-9000 stoppers  we have in our Foil. 

Looks aside, The 9000 series C24-TL's are hard to fault. Neither a purist climber nor full on aero, these wheelsets do everything else perfectly and then some. It takes what's great about the C24's of old, adds incremental - but much appreciated improvements and gives us a new standout all rounder.  Add to that Shimano's bulletproof reliability and you have yourself a winner. 

Verdict

Solid all rounder. Bulletproof and tubeless-ready. Graphics are a somewhat off but only by a little bit.

Click here for my review of the Dura Ace 9000 C50!







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