Wheel maintenance, technical specifications, and how to choose the correct tire width and rim combo for your ride.
Learn about our anodizing process and see some helpful finish comparisons. Take a peak at some "deep" custom work.
Learn why we manufacture our rims the way we do, and the recommended spoke count for your ride.
Technical specifications and hub features for your ride.
How to's and simple tricks to service your wheels.
Ready to Ride Promise
Our wheels come ready to ride out of the box. No break-in period is required.
Clean and inspect wheels often, keeping an eye on wear and checking for damage. Minor adjustments may need to be made throughout the wheel's life. These should be done by a professional mechanic or wheel builder using appropriate tools.
The Wheel Department stocks a large variety of spoke lengths. We use a Phil Wood spoke cutter to precisely size each spoke for every unique build.
It is not enough for the spoke threads to be covered by the nipple. Full thread engagement is paramount; strength will be compromised if a spoke does not engage the threads near the bottom. This is even more critical with alloy nipples which require full engagement throughout the head.
All Velocity wheels use non-proprietary spokes and nipples for easy replacement if a failure occurs. Accidents happen, but they shouldn't leave you stranded.
Lacing Patterns
We choose lacing patterns with three goals in mind:
Strength is provided by the bracing angles the spokes provide. A drive wheel or disc wheel must be able to transmit torque, which requires a crossing pattern. Adding more crosses does not make a wheel stronger.
We base each wheel's crossing pattern on hub flange size, rim ERD, and spoke count. Higher crossing patterns are used on higher spoke count wheels because of the geometry of the lacing pattern. Ideally, neighboring spokes exit the hub flange in parallel to reduce stress.
Front rim brake wheels and non-torque sides of disc and drive wheels can be laced radially to add lateral rigidity while also saving some weight. We often lace a wheel with a crossing pattern even though a radial spoke is sufficient to provide more uniform spoke lengths throughout the wheelset, making it easier to service.
Choosing Tire Width
This is a guide to match a rim to your selected tire. Refer to a qualified mechanic for best practices when selecting a tire.
Spoke holes are drilled at an exit angle of around 4 degrees, and alternate from left to right flange bias at every other hole.
On anodized rims designed for rim brakes, we offer machined sidewalls (MSW) for superior braking performance. We remove the smallest amount of material possible to achieve a perfectly flat, raw aluminum braking surface.
Our tubeless ready rims feature enhanced web geometry for tubeless tire setup. They have tight tolerances in the bead area of the rim. Velotape is required for proper tire fit with or without tubes.
Step By Step Velotape Installation
01
Clean the surface of the rim with a light degreaser and finish with rubbing alcohol. No residue or moisture should be on the rim before applying Velotape.
02
Starting in the center of the rim at the join opposite the valve hole, begin to apply the Velotape. Ensure the tape is seated in the center of the rim with no air bubbles. The tape must completely cover all of the spoke holes.
03
For applications under 45 psi (3.1 bar), tape once completely around the rim, pulling the tape tight. Overlap past the join by 2 to 3 inches (5 to 8 cm), and cut with sharp scissors. For applications over 45 psi (3.1 bar), tape twice completely around the rim.
04
Using a pointed punch or Phillips screwdriver, carefully poke a hole through the Velotape at the valve hole.
05
Remove the lock nut and washers from the provided valve. Insert the valve into the valve hole, matching the contour of the valve's rubber base to the contour of the rim's taped web. Install one or both provided washers onto the valve stem*. Install the lock nuton to the valve stem. While pressing on the valve's rubber base withyour thumb, tighten the lock nut as firmly as possible by hand.
It provides extra spacing so the lock nut does not bottom out on the valve stem's threads prematurely. If you are installing the valve on a deeper section rim, use either the nylon washer, the stainless steel washer, or both.
Optimal Spoke Count
These are general guidelines for optimizing your wheelset. Contact us for more guidance or questions.
| Total Weight of Rider + Gear | Front Spoke Count | Rear Spoke Count |
|---|---|---|
| 200-229 lbs | 32 | 32 |
| 230-259 lbs | 36 | 36 |
| 260-300 lbs | 40 | 40 |
We use cartridge bearings with weather-resistant seals on most of our hubs. Race hubs are designed with Cyclocross in mind and have improved, double-bearing seals for added protection.
Our bearing preloads are set from the factory; there is no need to adjust them.
lf your bearings are submerged in water, pressure washed or otherwise waterlogged, have them serviced or replaced by a professional mechanic.
Mountain bike technology is evolving quickly, with at least three common front wheel axle standards and two common rear-wheel axle standards. Our convertible hubs will remain compatible as technology evolves.
Convertible Disc front hubs include all necessary parts to switch between 9mm quick release, 12mm thru-axle, and 15mm thru-axle standards.
Our convertible hubs are available in 100mm front and 135/142mm rear, 110mm front and 148mm rear for Boost spacing, 157mm rear for Super Boost, or 150mm front and 170/177mm rear or 197/190mm for fat bikes. Choose between Shimano, SRAM, or Campy freehubs.
Our KT Dynamo hubs are available with end cap configurations to change compatibility between 100 QR, or 12 or 15 thru-axle. The disc hubs are available in the 6-bolt configuration only. They come in black or silver.
We can build any rim up with a Dynamo hub. This adds $112 MSRP for a road hub, $189 MSRP for a disc QR or thru-axle hub, and $223 MSRP for a boost front hub. These are also available for purchase individually at $205.50/$316/$376MSRP.
Servicing a Cassette Body
Cassette body pawls transfer your power to the ground. They should be inspected and lubricated once a year or more depending on use and environment.
Radial Lacing
Our front hubs are designed to facilitate radial lacing when appropriate.
All of Velocity's rims are anodized in house. Anodization is an electrochemical process that grows a tough oxide layer directly into the surface of aluminum. The metal is submerged in an acid bath and charged with electricity, causing oxygen to bond with the surface and form a hard, corrosion-resistant shell. Because this layer is part of the metal itself — not just a coating on top — it won't chip or peel. The porous structure also allows dyes to be absorbed, giving anodized wheels their distinctive, long-lasting colors.
We offer a range of anodized colors across our rim lineup, including machined sidewall options for riders running rim brakes. The colors offered may occasionally change at our discretion but we usually offer a last call on beloved colors that leave the lineup.
Our current colors are listed below:
Custom colors are offered in two finishes; "Matte" finished rims are anodized straight off of the drill. "Gloss" rims are polished prior to anodizing, and have a permanent wet look to them.
Our standard black and silver are matte finished, however we offer gloss versions as a custom option.
Occasionally someone wants some extra special anodization. Splatters, brush patterns, marbling, or fades. We've taken to calling these "Deep Customs" around the shop. Each one is unique and requires a lot of extra work. If you are interested in deep custom work, contact us.
We also offer a white powdercoat finish, however due to the nature of availability and uncertain lead times, it is not a standard option.
