Lew Racing uses the same advanced manufacturing techniques of DEX-LCM™ to build the Lew Racing rims. DEX-LCM™ is a special technique developed for the Department of Defense (DOD) by Lew Aerospace and is now applied to Lew Racing rims which combines Boron and Carbon to produce the Lew Racing laminate.  Carbon-epoxy rims cannot compete with the lateral stiffness and precise roundness of these rims. Applying aerospace technology from unmanned aircraft, Lew Racing rims have a new low-drag airfoil section like no other. Each rim is dynamically balanced and is manufactured to conform to aerospace and DOD standards. These rims are designed for racing, but you'll want to ride them every day.
  • DEX-LCM™ Boron/Carbon Advanced Composite
  • Alloy-like braking with a thermally conductive brake track
  • No special brake pads needed
  • 20mm x 46mm rim
  • Spoke-face swirl generator lip which helps to re-attach separated airflow in cross-winds
  • Material texture reflects light to reveal black-on-black logo on the rim surface. No decals, stickers, or "molded in" fabric to slow you down or to add weight
  • Drillings available in 16, 20, 24, 28, and 32 spoke hole
  PRO VC-1 RIM SPECS
TIRE TYPE: CLINCHER
RIM WEIGHT: <=380 grams
SIZE: 700c
ERD: 551 (green label 8/2008 or later see below)
ETRTO/ISO: 632
DESIGN: 46mm x 20mm
SPOKE HOLES: 16, 20, 24, 28, and 32
NIPPLES: 3/16" hex nipple
Approved rider weight <= 200lbs.
WARRANTY: Standard 2 year
Extended 4 year warranty available
PATENTS PENDING
Clydesdale versions available

CLICK HERE TO ORDER

Figure 3
Bead-Seat Clincher (BSC)™

A traditional clincher rim attaches the tire by lodging the tire bead under a hook in the most outer diameter of the rim.  This style of clincher rim is typically referred to as a hook-bead or crochet style rim. As the tire pressure increases, the force on the outer diameter hook portion of the rim increases.  At 145 psi (10 bar), the hook must retain approximately 7975 pounds of total force from the air pressure in the tire.  Figures 1 and 2 show a properly attached tire comparing a hook-bead clincher and a Lew PRO VC-1 Bead-Seat Clincher (BSC)™.

The VC-1 BSC™ design relies on the inner diameter of the tire chamber to register the bead of the tire (Refer to Figure 2, Figure 3, & Figure 4).  The means of attachment of the tire to the rim is accomplished by the bead registering or seating on a perch located on the inner diameter of the rim chamber (Figure 4).  This is a commonly accepted and understood wheel/ tire interlock for motorized vehicle wheels and tires, and it directs the 7975 pounds of force inward, toward a more secure position.
 
It is partially true that high pressure tires require a hook-style rim for retention. Metal wire bead tires tend to stretch, and particularly high pressures can grow the bead diameter a significant amount to dislodge the tire from the rim without the hook for retention. With the wide availability of folding, Kevlar™ bead tires, there is no concern for the diameter of the bead to increase with pressure.  Kevlar™ does not elongate, and Kevlar™ beaded tires do not stretch. A Kevlar™ bead is the first step required to eliminate a hook bead design. A hook shape in the outer edge of the rim creates a stiffer, stronger rim than a straight sidewall of the same wall thickness without the hook.  The problem begins when carbon composite materials are applied to a traditional alloy design.  The factor of safety of a carbon fiber hook in a carbon fiber hook-bead rim design is dangerously small as compared to the hook of an alloy hook-bead design.
 Tire bead register on inner diameter
of the rim chamber

Below are links to the entire White Paper and Tire Charts from Paul Lew

Dowload all pages and the chart as a PDF here

MANDATORY SAFETY DOCUMENT (PDF)

FEATURES    
 
SWIRL GENERATOR LIP™
One of the most unique features of the Lew1 rims is the aerodynamic Swirl Generator Lip. Using aerospace technology the Lew rims use the Swirl Generator Lip to re-attach separated airflow in cross-winds. The result is a faster, more stable wheel.

Lew Racing manufactures their Wheels and Rims in accordance with the universal tire sizing system specified by the International Organization for Standardization (ISO) developed by the European Tyre and Rim Technical Organization (ETRTO) and also in accordance with the Japanese International Standards (JIS) drafted by the Japanese Standards Association and corresponding to the International Organization for Standardization (ISO 4210:1996). 
 
ETRTO/ ISO values are as follows:
 
700C
ETRTO/ ISO = 632
 
650C
ETRTO/ ISO = 559
 
Effective Rim Diameter (ERD) is the rim diameter measured at the nipple seats in the spoke holes. The ERD. is needed for calculating the correct spoke length.  The ERD value may be entered into any spoke calculator to determine the proper spoke length. The stated ERD values of the Pro VT-1 take into account the use of internal nipples.  You will not need to add to the calculated length.
 
ERD values are as follows:
Green Label (purchased after August 2008)
700C - ERD = 551mm 650C - ERD  = 501mm
 
White or Yellow Label (purchased before August 2008)
700C - ERD = 566mm
 650C - ERD = 493mm
 
 
REFERENCE: DT 240s radial hub (spoke head facing out)
spoke length = 265mm
 
 
Software/ hardware for calculating spoke length:
 
(Click on DT Tool)
 
 
 
 
 
 
Helpful wheel building wrenches and threaders:
Nipple Threader
 
Spoke Wrench for hidden nipples

SPOKE ANGLE
The spoke angle exiting the rim is dependant upon
1) hub manufacturer
2) flange spacing
3) flange diameter
4) flange width
5) spoke count
6) crossing or radial pattern
7) spoke type (j-bend or straight pull)
 

The Lew Racing supplied hex nipple is the only approved nipple
WARNING: Use of a larger hex nipple or a "cupped" nipple washer can cause interference and bulging of the sidewall. 
Wheel Building Instructions
  1. The Lew Racing supplied hex nipple is the only approved nipple.

    Nipple orientation is VERY important to avoid damage to the rim.  The wheel builder must match the nipple orientation with the label color. (See system requirements with photos below)

  2. It is recommended that the wheel builder tap the nylock prior to building the wheel with a spoke or open the nylock to a larger dimension using a Dremel 7144 tip so that the nylock insert does not interfere with the spoke thread.  This will not increase the risk of the the nipple loosening on the spoke during use.  The nylock region need function only as a transition for the spoke bend, reducing the liklihood of a stress riser as the spoke exits the rim.
  3. Truing wrench diameter is not to exceed 0.265 inches (6.73 mm). A wrench of larger diameter will crack the sidewall of the rim.
  4. Do not stress relieve the wheel in any way. Do not squeeze the spokes. Do not place the hub axle end on a table and push the rim laterally (toward the table).
  5. True the wheel to within 0.5 mm flatness and 0.5 mm roundness with no more than 20 kg of tension.
  6. 20 kg tension becomes the initial working tension.
  7. Increase working tension incrementally with no more than 1/2 of a turn with the truing wrench before proceeding to the next spoke.
  8. Rim movement (round or lateral) should never exceed more than 1.00 mm increments for any reason.
  9. Maximum recommended spoke tension is 120 kg. (Click here for specific tension settings)
Clincher Tire Mounting Instructions
  1. 1) Use only new rim tape. Never reuse rim tape. Any rim tape is acceptable, however Lew Racing, or Stan rim tape (www.notubes.com) will result in the easiest tire mounting (most likely not requring tire levers).
  2. If you choose to use tire levers only use Park Tool TL-1 (www.parktool.com)
  3. Never allow tire pressure to exceed the manufacturer's recommended maximum pressure. If a steep descent is part of the course the air pressure in the tire must be adjusted to ensure the manufacturer's recommended tire pressure is never exceeded (typically 2 bar or 30 psi is a safe reduction in tire pressure before descending). Allowing the tire pressure to exceed the manufacturer's maximum recommendation may result in a sudden loss of pressure or a tire blow-out, resulting a a loss of control of the bicycle.
  4. Never allow tire pressue to drop below the manufacturer's recommended minimum pressure. If the tire pressure drops below the manufacturer's recommended minum, the tire may become loose on the rim, causing loss of control of the bicycle.
  5. Use only Kevlar bead or folding type tires. Kevlar or folding tires have beads that do not stretch. Do not use wire bead or wire-on tires, they stretch.
  6. Use only a new tire. Tires that are not new may be stretched or worn, resulting in a poor, loose fit.
  7. Tires that fit most securely are Continental Grand Prix 4000 and Verdestein Fortezza TriComp.
  8. Multiple tire removal and re-mounting can loosen the tire fit. If a tire will no longer remain securely mounted at the manufacturer's maximum recommended pressure a new tire should be used. Using a worn or streched tire can cause a tire blow-out, resulting in a loss of control of the bicycle.
  9. When mounting a tire take the time to ensure that the tire is mounted concentrically and evenly on the rim. An uneven mounting can cause a tire blow-out, resulting in a loss of control of the bicycle.
System Requirements
3/16" hex nipple with ball-nosed nylock end
 

Green Label (purchased after August 2008)

The new green label (the serial number label color is green) laminate allows the wheel builder a larger nipple foot print on the spoke face of the rim for a more solid feel, and allows for engage the nylock nipple insert.  Additionally, the spoke face of the green label rim is lined with a ceramic surface to promote smooth adjustment of the nipple. The Lew Racing supplied hex  nipple is the only approved nipple.
   
White or Yellow Label (purchased before August 2008)

Nipple must be installed with the ball-nosed nylock end toward the hub. It recommended that the wheel builder tap the nylock prior to building the wheel:
1.This is most easily done by threading a spoke into the hex end and out through the nylock end (see photo)
 
2. This allows the spoke to lead-in to the ball-nosed nylock end when threading it onto the spoke during the build process
   
Non-approved Nipples
Standard brass or alloy nipples
   
Recommended Tools
Nippler, for holding nipples and threading them on the spoke
inside the rim
   
T-handle 3/16 nipple wrench for turning the nipple and L-handle slotted spoke tool for holding a bladed spoke stationary while tensioning the wheel
   
Benefits of the System
1) Nylock ball-end uniquely and intimately conforms to the internal cup-molded Pro VT-1 rim form
2) Spoke prep is not required
3) Ball-nosed nylock 3/16" hex nipple firmly locks the spoke in place helping to maintain consistent spoke tension
4) Ball-nosed nylock region is activated under compression (spoke tension) to exert locking force on spoke threads
5) Nylock mechanism is captivated between the nipple and the rim ensuring enduring performance
6) The spoke does not sharply bend at the rim spoke face, minimizing the development of a stress riser
7) Spoke smoothly transitions through the supportive nylock region into the threaded portion of the nipple, reducing the potential for a stress riser

 
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