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HED's ultra-high speed
combination: The H3C Deep front and Jet Disk rear. The new
Jet Disk uses a lenticular shape and rim bulge for optimized
aerodynamics. The profile of the most recent versions of
the HED's disks have been optimized for use with new aero
bike rear ends such as Cervelo's P3. It will provide optimal
clearance on some, but not all, newer aero frames. This
rear disk uses the new, wider rim width: 22 mm wide at the
center of the brake track. This wider profile lowers tire
rolling resistance and improves low speed aerodynamics.
A few bikes have narrow enough chainstays that a new HED
disk won't fit, among them Cervelo's vaunted P4 for '09.
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HED's H3C Deep was a custom
one-off wheel made for the pros, and is now available to
us. The H3C Deep uses a carbon fiber fairing affixed to
a standard H3C molded in Spain for HED. This is an excellent
rear wheel especially on windy courses. The H3C and new
H3C Deep are only available in the narrower, 19 mm rim width.
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A close look at the fairing
between the HED 3C Deep rim and the strut with the fairing
affixed by HED over the standard depth HED 3. So basically,
this is an enhanced HED 3 from HED's speed shop. Early prototypes
of this wheel were seen on time trial bikes used in the
Tour de France by Viatcheslav Ekimov, George Hincapie and
Lance Armstrong. This wheel is an excellent rear at normal
race speeds (20-24 M.P.H. average speeds) and a good front
wheel choice for extremely fast time trialists that can
maintain average speeds in excess of 25 M.P.H. For us mortals
between 20 and 23 M.P.H. average speed during our bike split
the standard depth HED 3C is a better choice in the front.
A standard HED 3C in the front with a HED 3C Deep in the
rear would also be an excellent combination for the rank
n' file age grouper.
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The complex shape of the
new HED Jet disk is optimized for low speed aerodynamics
(20-35 M.P.H.) with the new wider rim, rim bulge and lenticular
profile. This is one of the newer disks for use with many
narrow chainstay fit bikes such as the Cervelo P3. For very
wide chainstays such as the P4 a flat disk will have adequate
clearance.
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Can you see the difference
in width between old and new? The new, wider 22 mm rim track
is on the left, the traditional 19 mm wide rim track on
the right. This new, wider configuration enhances speed,
aerodyanmics and ride comfort while lowering rolling resistance.
All new HED wheels (except H3C) have the new, wider configuration.
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The clincher versions
with the new, wider profile on the left and the previous
version on the right. Particularly for clincher tire riders
the new, wider HED rims offer significant benefits in speed,
ride quality and flat resistance.
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Zipp
has completely redesigned their hubs with a small, locking
dust cap for setting bearing preload and for better protection
of the bearings themselves. The new hubs are beautifully
and precisely machined. This is a big improvement over
the previous carbon fiber dust caps.
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The dimpled surface of
the Zipp rim has been improved for a better cosmetic presentation.
Older dimpled Zipp wheels often had a series of small lines
extending outward from the dimples. While this was cosmetic,
some consumers mistook these for small cracks. Zipp's new
molding and lay up processes have removed this cosmetic
concern for a better overall look. Even the inflation holes
have less carbon flashing around them.
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Zipp has also moved to
a wider rim profile for improved aerodynamics and lower
rolling resistance. This new, wider profile enables lower
tire pressures and better ride quality which actually result
in higher speeds. The ability of a tire to deform around
irregularities in road surfaces is what lowers the rolling
resistance.
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A close look at the excellent
molding of the dimples on the new Zipp 404's. Zipp has also
changed the brake surface of the rim to be perfectly parallel
or flat sided. This enables the brake pad to contact the
rim more precisely for better stopping power, espeically
in wet conditions. Notice the complex, constantly changing
radii of the rim surface comprised of seven different changes
in radius. This evolution is the result of constant re-evaluation
of Zipp's rim designs. The newest version of the Zipp 404
is actually in its sixth generation of design updates making
it the most sophisticated version to date.
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With the
new hub, improved rim and optimized width the Zipp deep
section wheels in all models have been significantly updated.
The new hub with alloy dust cap looks nicer along with
better cosmetics on the rim.
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A close look at Zipp's
new, beautifully machined hub and bolt-on dust cap. Compared
to the previous carbon fiber dust cap retained by an "O"
ring this is a much nicer design: More durable, keeps the
bearings cleaner and looks nicer.
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Zipp uses a solid pawl
freehub with wider deployment springs for better freehub
ratcheting. The springs are the thin brass colored flaps
under the silver pawls that press them upward. These wider
pawls provide good power transfer.
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Ease of
maintenance on the Zipp hubs has always been excellent.
With the new hubs however, it is improved but the need
for maintenance, because of better hub seals, is almost
eliminated. Notice the three silver coloed ratcheting
"pawls" on the red free hub body with the thin
leaf springs under them. This is what controls your rear
wheel's ratcheting action: It engages when you pedal and
coasts (or "freewheels") when you stop pedalling
allowing your bike to coast.
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| The simple, elegant dissection
of Zipp's excellent new hub. The blue precision bearing
is seated precisely in the hub shell resulting in bearing
performance that is better than some aftermarket ceramic
bearings. Preload on the bearings is set by the locking
dust cap that now tightens using an allen wrench, maintaining
constant adjustment. Previous versions relied heavily on
the force of the quick release skewer to maintain good adjustment.
This new seal system is also more weather proof. |
