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|Rim Type:||50mm Carbon Clincher Ultra Light Rims||Appearance:||UD / 3K / 12K , Matte / Glossy|
|Depth:||50 Mm||Width:||23 Mm|
|Rim Width (Internal):||18.5 Mm||Weight:||450g + / - 15g Per Pcs|
|Type Of Brake:||V-brake, Disc-brake||Spoke Holes:||16 To 36 Holes|
50mm carbon clincher ultra light rims 23c road bicycle wheel rims 700c
|Rim Type||50mm carbon clincher ultra light rims|
|Rim Depth||50 mm|
|Rim Width||23 mm|
|Rim Width (Internal)||18.5 mm|
|Type Of Brake||V-brake, Disc-brake|
|Rim Weight||450g + / - 15g per pcs|
|Spoke Holes||16 to 36 holes|
1. Lighter and faster
The general principle being that the lighter you are the faster you will go or perhaps the easier it will be to maintain a higher speed for a longer period of time. Seems like a pretty solid principle to hang your hat on for a few reasons. It mostly applies to climbing; ie the less weight you have to carry up a hill with you, the easier it should be.
Lighter wheels seem to be more responsive to the rider and easier to maneuver while riding. One thousand grams will not give you an overwhelming advantage but I think you will notice a little more comfort and control in your ride.
2. Road Racing And Triathlon
50mm is a superb wheel for hilly races and attack sprinting. The medium rim depth gives stable handling, and incredible aerodynamic advantage. An ideal trade-off between the aerodynamics of deeper wheels and the stability in windy conditions is a good choice both for road racing and triathon.
Because of the way carbon rims are constructed, engineers can get a little more creative in this department. Carbon rims are made either by first lacing carbon strips into effective weight supporting lattice patterns and then heat treated with a resin bonding agent to form hard carbon shapes. Or the resin is added to a carbon composite and then molded into shape similar to 3D printing with a hot steel mold or press.
These processes make it far easier to construct unique aerodynamic shapes as opposed to aluminum which can really only be pushed through steel dies to create the shape of the rim. In the past this made aluminum clinchers more reliable because the entire rim was one solid shape as opposed to older carbon rims where the peak (clincher part) of the rim was added after the original shape of the rim was molded.
There was always this concerning that friction from braking would heat up the epoxy or resin, it would evaporate, and then the carbon lattices would just come undone, or blow up etc. That doesn’t happen anymore. With new materials being used in braking surfaces and brake construction, friction heat is very easily managed.
4. Smoother and more rigid ride
Flex is how much the rim moves from side to side on a horizontal axis, and how much the rim moves up and down on a vertical axis. While a properly tensed wheel can support some pretty heavy bikes and riders it will still flex on these axis under normal riding conditions.
Mainly in cornering and during flat out assaults riders can produce some amazing power and torque. Cornering and turning under speed will cause side to side flex while speed and uphill assaults will cause up and down flex.
The beauty of carbon is that it reduces flex compared to aluminum while still absorbing road vibration. That coupled with it already being a lighter construction material, engineers can work with more spokes and rigid lacing patterns so that it can outperform aluminum in any circumstance. Every major tour winner for a long time has won using carbon. The only drawback is cost.
A mid-depth rim gives the best compromise between weight, inertia, responsiveness and drag reduction.
|Assembly Hole Dia.||7.5mm|
|Spokes hole Dia.||4.5mm|
|Valve hole Dia.||6.5mm|
|Max Spoke Tension||>300kg|
Contact Person: Miss Chen