Once butted, the head of the spoke and the J-bend are forged and the thread at the other end is rolled not cut. Finished spokes are inspected both by machine vision systems and by human eye and hand. One machine is able to make 20, butted spokes a day, which explains why different labour costs have little impact on the price of a finished spoke and why manufacturers worldwide can sell at similar prices. But why butt a spoke anyway? They are wider in the plane of the wheel, which is the direction of the torsional force, so there is more material to resist it.
Also, they flex a little more in the perpendicular plane, so they are better at distributing the compression load across the wheel. The traditional spoking pattern of a bicycle wheel comprised 32 or sometimes 36 spokes, crossed three times. The interwoven pattern of the spokes in a traditionally laced wheel, far from being just a pretty kaleidoscopic arrangement, is actually a functional part of the wheel design. In terms of lateral rigidity the points where the spokes intersect allow each one to brace against another as it is placed under tension, as well as support it as it is compressed.
The most vital role of the three-cross lacing pattern is in a rear wheel, where the spokes must transmit pedalling power from the hub. In this case the spokes are loaded with much greater torsional loads thanks to the twisting force from the drivetrain. Spokes on the cassette side, leaving the hub tangentially, transfer a rotating force torque from the hub to the rim.
Radial spokes which follow a path from the centre of the hub directly to the rim, without crossing another are much less able to cope with this type of loading and would be more likely to fail. This saves weight, as the spokes can be shorter and fewer are needed to create a laterally stiff wheel. It looks good too.
Disc brakes cause significant torsional loading, however, making radial spoking all but impossible.
On a spoke wheel you want 16 leading spokes to share the load. Remarkably, spoking patterns have remained one of the least challenged aspects of wheel design, despite some massive leaps forwards in materials and manufacturing technology over recent decades. The terms come down to the process of manufacturing. These spokes come in varied dimensions and thickness.
Swaged spokes are created by taking a regular spoke and drawing it with a reducing die. This reduction in diameter increases elasticity, adds strength and reduces weight. All this translates to a more responsive ride and a higher fatigue life. However, these spokes are also more expensive to produce and a bit more difficult to true.
This process makes it a very light and responsive spoke with high fatigue life. The flat blade slices through the air which reduces wind drag and saves valuable seconds. When this happens, the flat side is twisted to face the wind instead of the blade, thereby, increasing wind drag instead of reducing it.
For this reason, bladed spokes are not advisable for general cycling use. They are used in aero bikes, short for aerodynamic bikes, which are a type of bike usually meant for bike racers and short course triathletes. These bikes apply the principles of aerodynamics for increased speed and they come with specialized frames, aero wheels that have aero spokes attached to aero rims, and even aero helmets and aero clothing, etc.
There is also an aerodynamic position that riders have to take in order to effectively reap the speed benefits. Wheels can have any number of spokes but traditional bike wheels commonly have 28, 32 or The old standard sometimes has a front wheel with fewer spokes than the rear wheel, although nowadays, equal numbers are quite common.
The number can actually vary primarily depending on the purpose, but also style, year and even the country of origin.
A high spoke count usually equals stronger and more durable wheels. What basically happens is that the load can be distributed evenly among more spokes, thereby lowering the cyclic stress on each spoke. Lacing patterns will be discussed in the next section. Aero Wheels, on the other hand, have fewer spokes that are usually bladed. The lesser number of spokes is ascribed to the principle that fewer spokes equal lesser wind drag.
The catch is that the spokes have to be made of stronger material to support the accompanying cyclic stress. These materials can be heavier than ordinary steel spokes. The idea is that the reduced number compensates for the heavier material. Bikes for general use often have this pattern. More lacings use longer spokes because the criss-cross means more distance from the rim to the hub. But as you become more conscious of how and where you ride then this will become essential in your decision.
Unless you are a bike racer or time trialist, spoke wheels are not going to be the first choice for you. Some carbon fiber wheels with this spoke type are much lighter.
This is one basic part of wheel maintenance that is usually missed just as the important role that spokes play in performing under pressure. Truing the wheel is a process of tightening loose spokes by turning the right spoke nipple so that it is as tight as the other spokes on that side of the wheel. The main tool used in turning a spoke is a spoke wrench which grips the spoke nipple allowing you can loosen or tighten them to the right tension. Most people may decide to do this maintenance on their own if they were instructed on the proper way to do this.
If you are not sure about how to true the wheel it is best to leave this alone and allow a bicycle mechanic or professional to maintain this for you. What is the hype with hubless wheels? They certainly look cool. But what is the difference in how they function compared to spoked wheels?
There has been popularity with innovative bicycles over the years made specifically with hubless wheels. In fact, countless prototypes have been created and produced to show that this type of genius can work. The way hubless wheels function is by placing a gear inside the rim of a wheel in which the wheel turns on the gear without a hub or chain.
In contrast to having a bicycle wheel with a hub and spokes, the hubless wheel can be lightweight and less to maintain. The problem with a hubless wheel can be in the cost as it is very expensive to create a gearbox and wheelset to offset the weight and force of a bike.
But this is not entirely impossible. In reality, it is quite simply stated that wheel spokes are the tiny little strings that keep a wheel strong and spinning. There are two types of wheel spoke patterns that we discussed: radial and tangential, which each have their pros and cons. If this at all piqued your interest in the science of spokes and their effect on wheel performance, please leave a comment.
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