NDS spokes in the case of the triplet.. for instance.. are near or equal to DS spoke tension?
Hi WinterRider, the reason that the 2:1 (24H 16:8) lacing pattern is becoming popular is because DS/NDS spoke tensions are almost (and perhaps are) equal. Going by the article that bm0p700f showed us, my current thoughts are the ...
Upside is ...
- if higher DS spoke tensions are used, 110 to 120 kgf or higher, then the wheel will be reasonably to very laterally and radially stiff depending on rim, hub, and spokes
- the 16spoke DS can accommodate 2x or 3x spoke lacing for good control of DS torque effects
Downside is ...
- there are only 8 NDS spokes which really can only be 0x. Lacing 1x requires longer spokes (in a 16:8 pattern) which will decrease NDS spoke tension but will place less strain on the NDS hub flange
- 0x produces poor control of torque effects, but the NDS torque effects are much lower than the DS torque effects unless a Disc brake is used (then DS/NDS torque effects will be closer for different reasons)
- rim warpage will occur when a spoke breaks ... this is because there are less NDS spokes and they are 0x
The Downside can be reduced by being able to lace NDS 2x or 3x which can be accomplished through a 2:1 (27H 18:9) or 2:1 (30H 20:10) lacing pattern ...
A 18:9 lacing can be done with a 36H hub/rim, 2x/3x/ perhaps 4x DS, 0x/1x/ perhaps 2x NDS ...
- should produce a marginally heavier wheel but with a little better lateral and radial stiffness (2 more DS spokes and 1 more NDS spoke) with better control of torque effects
- rim warpage is less likely to occur when a spoke breaks ... this is because there is 1 more NDS spoke and they can be laced 1x
- can produce a light, cheap and strong/stiff wheel with better control of torque effects
A 20:10 lacing can be done with a 40H hub/rim, 2x/3x/4x DS, 0x/1x/2x NDS ...
- should produce a marginally heavier wheel but with a little better lateral and radial stiffness (4 more DS spokes and 2 more NDS spoke) with much better control of torque effects
- rim warpage is much less likely to occur when a spoke breaks ... this because there are 2 more NDS spoke and they can be laced 2x
- can produce a light, cheap and very strong/stiff wheel with much better control of torque effects
- downside is 20H flange is not common with our current hub flanges
... So Klabs I think you have the right idea. It is also what must be happening in a wheel under torque unless physics is as wrong. Physics was nearly wrong with speeding Italian Neutrino's but in the end it was only a time keeping error. The point is Physics dictates how a wheel behaves and that is how I look at a wheel.
So the article is right in every way as far as I can tell. The only thing I cannot confirm is there lateral stiffness recommendation for weight. I do think that is a little simplistic.
Thanks bm0p700f, it's been a long journey and you have helped me alot ... thank you