Tech

Despite being a smaller company, the technology in our wheels rivals some of the largest and most advanced wheels on the market.

We find that we need to punch above our weight class. People love supporting a smaller, family run business, but nobody wants to buy high performance wheels if it means there’s a disadvantage by supporting the little guy. In fact we find that we have to be even better to earn our spot in this industry. If we were “just as good” as an established brand then there’s no reason for people to look at our company. To establish ourselves as one of the best wheel companies out there, we know we have to provide better options than what people can already find. Because we are a smaller brand and don’t have the overhead costs as a lot of the larger brands (like sponsoring multiple Pro Tour teams) we can bring this tech to the consumer at a much better price. The pricing in place is to support a family, not multiple layers of a large corporation, owned by other corporations.

This is why we have worked so hard in the design of our hubs and rims. Every aspect of our design is highlighted on the left side of this page. We use the best spokes and nipples on the market and hand build all of our wheel sets in our own wheel building facility in Greenville, SC.

Aero resistance is the primary force we are overcoming at almost all times we are riding.

In part of having the total package, we knew that having the most aerodynamic wheels were going to be a major factor. Wheels are the biggest upgrade a rider can make to their bike. Having a wheel that cuts through the wind more efficiently will maximize that upgrade. Below is a wind tunnel graph from our trip to the A2 Wind Tunnel in Mooresville, NC. The lower the number of grams or drag, the better the wheel will cut through the air. With the advanced aero shapes of our rims, combined with the aero Sapim CX Ray spokes, the Boyd Cycling wheels have aerodynamics comparable or even better to wheels costing 2-3 times as much.

One of the other major benefits of the advanced rim shape is better crosswind stability.

With the smooth transition from tire to rim, and the rounded shape near the spokes, the wind flows over the rim much better in heavy crosswind situations. What happens in crosswinds is that your wheel has two leading edges. On the front of the wheel the tire is still the leading edge, but on the backside of the wheel (behind your fork) the rim becomes the leading edge. Having the air flow smoothly over the rounded edges that both the rim bed and tire provide, the crosswind handling is dramatically improved. This means you can run a deeper wheel and be more aerodynamic, without worrying about fighting the front of your bike on heavy crosswind days.

Wheel components are things that CAN make for a good wheel set.
However, making sure the build quality is as high as possible is a final huge step. This is why all of our wheels are 100% hand built in-house in our own wheel building facility in Greenville, SC. To ensure the highest possible quality all tools are calibrated multiple times per day to ensure the highest possible consistency.

Our tension meter calibration jig that we built to ensure all our tension meters are calibrated for every wheel. The spoke in the jig is at 120.2KgF.

Each wheel is properly stress relieved multiple times to make sure it won’t ping and pop on those first few rides, and so it stays in true through the break in period as well. The wheels are built from initial tensioning to final touches by the same wheel builder allowing them to work with each small intricacy that a wheel may have. Finally, all our builders only work on our wheels. They know exactly how each one will build up, down to the point of how many turns to put on a nipple to get initial tension. The industry standard is to use high volume assembly factories where each builder is working on dozens of different brands and expected to build between 40-50 wheels per day. Speed is placed at a premium over quality, and in many cases the first 50-90% of the build process is handled by machine.

By placing such an emphasis on quality, and by building in house, we have many layers of QC that are not found elsewhere.  For you, the customer, it means you can always expect the highest quality wheel to be delivered to you whether it’s a carbon or alloy, January or July.

A radial spoke cannot transfer torque from the hub to the rim.
On a regular front wheel, it’s sort of along for the ride, so radial laced spokes are fine for a front wheel. The exception being with disc brake hubs where you have negative torque going to the hub when you are braking, which is why on our disc brake hub wheels we double cross the front spokes.

On the rear wheel you are putting a lot of torque to the hub and this has to transfer to the rim to get the wheel to spin. By crossing the spokes on both sides of the wheel, we have up to 15% better torque transfer compared to a wheel that has radially laced spokes on the rear wheel. This makes for a better responding wheel that will accelerate faster, especially in sprinting or climbing situations.

We offer multiple spoke counts on all of our wheel sets.
Not everybody has the same demands in a wheel set and to say that one wheel build will work for everybody just isn’t true. A 120 pound female triathlete is going to have much different demands in a wheel compared to a 200 pound masters crit racer who wants to use the wheels for everyday training and racing. So we offer the builds in options that will maximize both durability and performance. Going with the higher spoke count only adds about 40 grams to the weight of the wheels (less than half the weight of an empty water bottle), but will make for stronger, stiffer, and more durable wheels. If you are a larger, more powerful rider, and planning on using the wheels for years to come, you will want that added durability.

We also offer realistic weight limits and recommendations for all our wheels.
We like to build like a custom wheel builder would, and if you are 190 pounds there’s not a single custom wheel builder in the country who would recommend a 16/20 spoke count. A lot of times companies will use weight limits almost like a marketing campaign, stating outrageous weight limits for very low spoke counts or even claiming no weight limit at all. We prefer to have the longevity and durability of our wheels be the primary focus, and having happy customers as our marketing campaign.

We offer multiple spoke counts on all of our wheel sets.

Not everybody has the same demands in a wheel set and to say that one wheel build will work for everybody just isn’t true. A 120 pound female triathlete is going to have much different demands in a wheel compared to a 200 pound masters crit racer who wants to use the wheels for everyday training and racing. So we offer the builds in options that will maximize both durability and performance. Going with the higher spoke count only adds about 40 grams to the weight of the wheels (less than half the weight of an empty water bottle), but will make for stronger, stiffer, and more durable wheels. If you are a larger, more powerful rider, and planning on using the wheels for years to come, you will want that added durability.

We also offer realistic weight limits and recommendations for all our wheels.
We like to build like a custom wheel builder would, and if you are 190 pounds there’s not a single custom wheel builder in the country who would recommend a 16/20 spoke count. A lot of times companies will use weight limits almost like a marketing campaign, stating outrageous weight limits for very low spoke counts or even claiming no weight limit at all. We prefer to have the longevity and durability of our wheels be the primary focus, and having happy customers as our marketing campaign.

Spokes:

We use the Sapim CX Ray spoke on our wheels. They are the lightest, most aero, and have the highest fatigue rating out of any spoke on the market. With the shape and size of the spoke, aerodynamics advantage is maximized at all yaw angles, whereas larger bladed spokes have a large penalty in any sort of crosswind situation.
We use J-bend spokes on all our wheels which are easily found in most bike shops.
Cycling is a sport done with lots of other people around. There is always a chance of getting a skewer caught in spokes or a crash happening that could break a spoke. Being able to fix something like this with readily available parts (vs. having to wait a couple weeks for a special spoke to arrive) means you can get right back on the bike again.

Nipples:

We use Sapim Brass Polyax nipples in all our builds as well. The Polyax features a rounded bottom of the nipple, this allows the nipple to take on the perfect angle for the spoke to enter. Traditional nipples force the spoke to make a sharp bend as it enters the nipple which can place a lot of stress at this junction. By having this seamless transition, the wheel becomes more durable and the risk of breaking spokes is greatly reduced.

Brass nipples are stronger and resist corrosion.
It will add a trivial amount of weight compared to an alloy nipple, but will make for a longer lasting wheelset that is much easier to make adjustments if needed. Alloy nipples can corrode, especially in areas near the ocean or where salt is used on roads in winter. They are also not as strong as brass nipples which can lead to cracking or rounding off while trying to make any adjustments.

All our wheels feature external nipples which makes adjustments very easy.
With an internal (or hidden) nipple any small adjustments that would be needed would mean you’d have to remove the tube, tire, and rim strip. . .or in the case of a tubular tire completely take off the tire and then re-glue it after making an adjustment to a nipple. One of our goals is to have wheels that can be easily maintained, and internal nipples makes maintenance extremely difficult.

 

New 85 road hubs from Boyd Cycling. Simple, smooth, quick, effective.

We are pleased to announce the new 85 hubs for road wheels.  Great care was taken in the development of the hubs to ensure high static load capacities, increased stiffness, quick engagement, in an extremely easy to service design.

Below is a complete walk through of the specs and design that went into producing these exciting new hubs.

Flange Sizing and Spacing

The spacing and sizing of the flanges is one of the most important things to ensure a stiff wheelset. I like to think of a wheel more as a triangle versus a circle, where the hub is the base of the triangle and the rim is the top point of the triangle. When designing a triangle, to make it more structurally sound, you want to increase the base as wide as possible.  This helps to increase the bracing angle, the angle at which the spokes enter the rim.

With the front 85 hub we could push the flanges out almost to the edge of the hub. This helps to ensure a very stiff and well responding front hub.
Front hub measurements:
Center of hub to center of flanges – 39.0mm
Flange spoke hole diameter – 36.5mm

With the rear hub, it’s not as simple as just pushing out the flanges as far as possible. On the drive side, the position of the cassette prevents the flange from being placed at the edge of the hub. We wanted to move the right flange out as far as possible to help with the bracing angle. Because the drive side flange cannot be moved very far from the center of the hub, every tenth of a millimeter is important. . . much more so than flange height! As you move flanges further out, the height of the flange affects the bracing angle of the spoke quite a bit. However, the more directly under center the flange is, the less height affects the bracing angle. For example, if you changed the height of the drive side flange from 50mm to 100mm (double the flange height), that is the same change in bracing angle as moving the flange outward by 0.3mm.

On the non-drive side, there is much more room to push the flanges outward as there is no cassette in the way. However, as you push that flange outward the tension of the non-drive side spokes will drop to keep the rim in dish. Finding that good balance between tension ratio and flange width was a priority. We designed the OLD measurement of the hub to be 131mm instead of 130mm in order to help with moving the flanges wider and keeping good tension ratio.

With the rear 85 hub the measurements are as follows
Drive side spoke hole diameter – 55.5mm
Center of hub to center of drive side flange – 17.3mm
Non-drive side spoke hole diameter – 44.5mm
Center of hub to center of non-drive side flange – 37.7mm

This gives a drive side to non-drive side tension ratio of approximately 49%. Meaning if you build the drive side to 125KgF the non-drive side tension will be just over 61Kgf, more than enough to keep the spokes in tension and prevent going slack. The massive 55mm of spacing between flanges will ensure a very stiff wheel build!

Bearing sizes

Bearing sizes are often overlooked when looking at the performance of the hubs. Smaller bearings will save weight, but can come at the expense of a lower static load and decreased durability. We studied the loads of different sized bearings and in the end the increase of 5 grams per bearing was more than worth it for years of durability and increased stiffness of the wheels.

Bearing sizes are as follows
Front hub – 2X 6901
Rear hub – 2X 6902 in the hub shell; 2X MR15267 in the freehub body

 

Freehub body engagement

Engagement speed is mostly talked about in the mountain bike world, where a fast-engaging hub can be the different between making it over that rock garden or having to dismount. On the road scene, quick engagement is more of an afterthought and usually deemed not necessary.

However, we work with a lot of teams who race criteriums and the feedback is the quick engagement of the 85 hubs is very critical when jumping out of a corner multiple times per lap. There is a confidence inspiring feeling to stomp on the pedals and immediately have the bike respond, even when riding on the road.

The 85 hubs share the same freehub body and engagement as our Quest disc brake hubs. The 32 teeth and 6 pawls engage in a 3 by 3 manner which works out to a very quick 5.6 degree engagement.

Press fit axle and end cap design

To keep everything as simple as possible, we have moved to a press-fit end cap system. Everything is designed to be within tolerance so when you press the end caps on the system is smooth rolling with no play at all. Clamping the hub in the frame with a skewer or end cap keeps the hub tightened together.

This system means there is never any adjustments needed. You never have to worry about if your end cap is tight or loose or if your hub needs work. Just put the wheel in your frame and ride!

This keeps the hub extremely easy to service with no tools required. If you need to access the freehub body and pawls, you simply pull the end cap and freehub body off.

Future proofed thru axle compatibility

Thru-axles for rim brake bicycles are coming! Yes, you read that correctly. While disc brake bicycles are obviously going to become more and more popular, rim brake bicycles will always be around and popular. One of the reasons why people enjoy riding a disc brake bicycle is the increased stiffness and security that comes with a thru axle frame and fork. It’s only logical that at some point, rim brake bicycles are going to follow suit and start coming equipped with thru axles. We have designed the 85 hubs to be future proofed for when this happens. So, buy with confidence! In three years if you buy a new bicycle that is rim brake and thru axle, you simply only need to swap end caps and you can use the 85 hubs on the new bike!

Bearings

Bearing are the most important part of the bike. Without them your wheel would not spin. Having good bearings in the hub helps them to spin well, and can provide years of trouble free riding. The hubs come stock with a high quality Revo cream precision bearing.  Revo Cream premium bearings are made from high-carbon chromium steel and packed with a special blend of corrosion resistant Mobil grease. Each Revo bearing is designed for a specific cycling application and features a high-impact, high-sideload design for durability and long life.

Weights

Everybody likes a lightweight wheelset, but we have always had the premise that products can be designed reasonably lightweight and still have great durability. Rather than try and shave 10 grams from the weight of the hubs at the expense of stiffness and durability, we wanted to have a hub that would give you years’ worth of hassle free riding.

Weights for the hub are as follows
Front – 95 grams
Rear – 254 grams

 


What more could you want from a disc brake hub set?

Disc Brake hubs are fun! They take us on adventures, away from the hustle of our everyday lives, away from traffic, sometimes way into the unknown. When designing a great disc brake hub set, there are a few things on everybody’s mind. Weight, stiffness, and smooth rolling bearings are things we have all come to just expect from our hubs. However, on a set that is going to be used in the middle of a mountain bike trail, miles from cell phone coverage, and sometimes with nobody around for hours. . . strength and durability take a precedence. With the design of the new Quest hubs, we have touched on all this and more to give every possible advantage and confidence in your wheelset.

Centerlock

The Centerlock mount is simply a much better way to mount disc brake rotors. You don’t have to tighten down 6 individual bolts to a specific torque setting. This makes swapping rotors super quick and easy, and ensures the rotor is perfectly mounted every time. If you have a current favorite 6 bolt rotor, you can easily run a centerlock to 6 bolt adapter and still run your favorite rotors. The Centerlock design also helps for weight savings, and provides a cleaner look.

Quick Engagement

When you are riding technical trails, cross racing, or starting a sprint after jumping out of a corner, the faster you can start to pedal again the more of an advantage you will have. This especially holds true on the mountain bike trails, going over technical sections where you may need to stop and start pedaling multiple times in a matter of a few feet. Having your hub engage extremely quick can be the difference between making it through that rock garden or having to put a foot down and walk (promptly getting laughed at by all your friends).

With the Quest hubs we have 6 pawls operating in a 3X3 manner on 32 engagement teeth. This results in a super-quick 5.6 degrees of engagement. Now your hubs can have a quicker engagement than a reality TV star!


Multiple Axle Configurations

It’s no big secret that the past few years have been dominated by a whole slew of axle “standards”. Up until a few years ago, every bike had quick release front and rear. However with disc brakes we went from having a few millimeters of adjustment between rim and brake pads to a couple tenths of a millimeter between rotor and disc brake. Wheels need to be lined up perfectly, or you will have brake rub. With the thru axle, the wheel is always centered so you never have to worry about if your wheel is in the dropout just right or not.

It should have been that simple. . . but this is the bike industry, and nothing is ever that simple. Instead of just having one thru axle size for front and rear, we now have to know what size axle our bikes take and match the hub up to that. Fortunately for you, the Quest hubs feature a super easy to convert end cap system where you can run the hubs on any axle standard they can dream up.
Available axle configurations are
Front:
100XQR
100X12mm thru axle
100X15mm thru axle

Rear:
135XQR
135X12mm thru axle
142X12mm thru axle

Boost Sizing Hub and Axle Configuration

Remember just above when I said that this is the bicycle industry and nothing comes easy? Well, lets talk boost spacing! As we all know, wider is better for stiffness and stability. With mountain bikes, and some of the loads the wheel and frame sees, going to a wider flange spacing, wider bearing stance, and wider support on the thru axle just makes sense. Unfortunately, with the current size of 11 speed cassettes there was no way to accommodate going wider without changing the frame dimensions and spacing. The frame and fork dropouts, flange spacing, bearing stance, and thru axle support all got wider, giving an overall stronger and more stable ride.

However, a boost version of the hub is NOT compatible with non boost frames. Also non boost hubs are NOT compatible with boost spacing frames! If you have a mountain bike with boost spacing you MUST run the boost hubs. This is extremely important, so please read this paragraph a few times!!

Fortunately it’s very easy to tell a boost frame mountain bike. The measurement between dropouts on the front fork will be 110mm. The measurements between dropouts on the rear of the bike will be 148mm.

All boost frames and mountain bikes use the same axle standard (yay!)

Front – 110X15mm thru axle
Rear – 148X12mm thru axle

Shimano, Campy, and XD Driver compatible

Easily swap freehub bodies as simple as swapping end caps. You can choose Shimano, Campy, or the Sram XD Drivers. Note that the Sram XD driver is only compatible with Sram cassettes meant for XD drivers. If the Sram cassette is not an XD driver cassette, you will need the Shimano freehub body.

Specs

Centerlock Design
Front hub weight – 150 grams
Front hub spoke counts – 24 and 28
Rear hub weight – 269 grams
Rear hub spoke counts – 28 and 32
Swappable end caps for any axle configuration
Separate Boost and Standard Sized Hubs for optimized geometry
5.6 degree engagement
32 teeth – 6 pawls, engaging 3X3
Extremely easy to service

Rims are the most important component of a wheel.

The majority of time spent in developing the wheel line was on the rims. We looked into aero design, weight, structural and impact features, and braking performance. It used to be that carbon wheels were a “special occasion” component, suited for race day use. With the advancements of both carbon and the resin systems, many people are using carbon wheels as their everyday wheels (and still racing on them as well).

We have invested in our own molds and tooling

We are not a “sticker company” that slaps a sticker on a pre-bought wheel and claims they are now a brand. We knew that in order to have the highest possible consistency and quality in rims, we had to have them produced just for us. We have contracts in place with our manufacturer about materials, lay up and production methods, weights, and strength. The rims are produced specifically for us and you will not find these rims on any other wheel brand.

Rims are designed for the real world

This means they aren’t just designed to be a race day only wheel. If you have ever ridden a tubular wheelset with internal nipples you know the pain of having to rip off a tire and reglue it just to give one nipple a slight adjustment. We feature external nipples on all of our rims, with a rim bed specifically designed to fit the profile of the nipple and align it with the spoke entry. This means you don’t sacrifice any strength, yet have a wheelset that can easily be adjusted if you ever have to make any small tweeks.

Weights are extremely competitive (sometimes even the lightest option in a given depth), yet the strength of the rim was the most important factor. These wheels are designed to be ridden.

Brake pads were produced specifically for the rims

When the rims had been finished and passed all the testing, we sent them to a brake pad manufacturer who made brake pads specifically for these rims. The rims feature a high temperature resin so they can used everyday and in hillier terrains, but we also wanted brake pads that helped keep the temperatures cooler. The end result was the Onyx brake pad, a brake pad that performs very well, modulates excellently, builds up less heat than any other brake pad on our rims, and also will NOT squeal. Stopping is a part of cycling, and by developing the brake pads in conjunction with the rims, you can do that more confidently.

  • Proprietary Rim Design
  • Top of the Line Aerodynamics and Weights
  • Wider Rim Profile
  • High Temperature Rated Carbon
  • Maximum Stiffness and Stability in Hubs
  • Solid Engagement Power
  • Sapim CX Ray Spokes and Nipples
  • Multiple Spoke Count Options
  • Strongest Lacing Pattern
  • 100% Hand Built In-House in Greenville, SC
  • Best Value for the Performance!