Lacing all the spokes heads-in like this increases the lateral bracing angle of the spokes, which you absolutely do not need to do on the non-drive side of a heavily dished rear wheel. Contrary to most of the recent postings on this subject, I suggest that there are benefits to having more spoke crossings on the non-drive side than on the drive side. Most problems with heavily dished rear wheels (such as Record hubs spaced for Sachs seven speed freewheels), stem from insufficient spoke tension on the left hand side of the wheel. Non-drive side spoke tension is the result of two factors- the drive side spoke tension, and the geometry of the wheel. Since drive side tension cannot be increased beyond limits imposed by the rigidity of the rim, the only way to further increase LH spoke tension is to change the geometry of the wheel. An increase in the number of crosses on the LH side will decrease the bracing angle of the spokes, thus increasing the LH spoke tension necessary to give proper dish. There is a discussion of this technique in Tony Oliver's book "Touring Bikes", including a chart which shows the effect of different spoke-cross and flange diameter combinations.
Dennis Stover's technique of using light spokes on the non-drive side helps to keep LH spokes under tension under a wider range of rim deflection. For a given RH spoke tension, the LH tension will be constant, regardless of the type of spoke used there. However, a lighter spoke will elongate more, thus remaining under tension over a wider range of radial or lateral rim deflection.
Hoping that this is comprehensible! David Benson Auckland, New Zealand
The Maaslands wrote:
>Check out another Hi-Lo set of hubs, this tiem built up. The low flange side does however have extremely questionable spoke pattern that I would not expect to be very good for the spokes or hub. Any comments about this lacing pattern?
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>The wheelset can be seen at:
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>http://ebay.com/<blah>
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>Steven Maasland
>Moorestown, NJ