"1. The Rim will provide the real Lateral and Radial Stiffness (ie a flexy rim will always be flexy regardless of spoke tension)"
I'd suggest... one can significantly increase the stiffness of a flexy rim with spokes that do not flex/stretch easily. IMO the 'real' stiffness is again a function of the entire unit.
"He was testing an actual wheel. That's "real world". (Rinard.. please excuse typo earlier)
Very true.. I included referencing the online book per wheel building.
My point.. is simply this: discussing present day real world examples I can learn something tangible from. List the components.. the conditions the outcomes were derived from.. then how that outcome is related to that SET of components. IE: what works.... and what does not... and WHY.
This in-depth discussion.. and how to cheat the scale building strong wheels... I find very informative.
Anyone ever build a triplet with the NDS tension higher than the DS?
Hi WinterRider, I believe a flexy rim's lateral and radial stiffness can be improved through spoke offset, rim offset, and rim material. Unfortunately spoke offset usually requires a box style rim and rim offset does not handle DS/NDS sideways stress/torque effects evenly. Theoretically, wider/deepish rims should be more laterally/radially stiffer but with a small weight penalty.
High spoke tension is not required with a stiff rim because a stiff rim is already laterally/radially strong, but with a flexy rim ... higher spoke tension must help in making the the rim and hub to act more like a solid wheel (ie disc wheel but one that is sprung like a continuous leaf spring). In this scenario the rim is not stiffer but the combination of Hub, Spoke/Spoke tension, and Rim is stiffer. Should one part fail then the wheel as a whole component will fail. Unfortunately, flexy rims cannot usually handle high spoke tensions and rim/spoke hole cracking usually occurs.
Theoretically, solid spoked wheels should solve this issue (ie remove Bracing Angle from the equation because they are already wide) but they usually produce heavier but stronger wheels. I am not sure why they haven't used Trussed spokes rather than solid spokes at this time. Trussed spokes should be lighter, will allow the air to pass through them and handle higher torque effects.
Logically, the following will produce NDS with higher spoke tension ...
- 3:1 spoke lacing
- Reduce the NDS offset (Bracing Angle) in relation to the DS offset
- Lengthen DS spoke length and dramatically shorten NDS spoke length while maintaining good NDS bracing angle
- WinterRider, currently the opposite is the case, so what benefits were you seeking when you asked this question