Three Wheelsets That Fit Any Budget

RBA returns to wheels with reviews and ratings of three wheelsets by Stan’s, Vuelta and Zipp. The selection covers the gamut of price range and performance, from Zipp’s $1557 404 carbon clinchers to Vuelta’s$400 Corsa Superlites. As is the custom, each wheel is highlighted for its innovations, benefits and possible shortfalls, and then rated-from one to five-in eight performance categories. We know that there is one wheelset out there in the sea of spokes, rims and hubs that suits your riding style. RBA‘s simple test format arms you with clear information so you can find your perfect wheel.

Weight: 1200 grams/pair (without QR)

Compatible: SRAM/Shimano

Price: $1100

Contact: www.notubes.com

Stan Kozjatek of Stan’s Notubes is the godfather of tubeless-at least in the elite cycling world-and the ZTR Alpha 340 is Stan’s first road racing wheelset. Stan designed the ZTR rim with very short side flanges and a stiff bridge between them to support hard braking. Alpha 340 wheels are shipped in tubeless form, with Stan’s taped rimstrips and a tubeless valve in place for certified road tubeless tires like the Hutchinson Fusion or Atom Comp. Remove the valve stem and the Alpha 340 wheels can also be used with conventional clincher tires with tubes.

Stan’s wheels are all about light weight-the ZTR rim weighs only 350 grams, with the wheelset coming in at 1200 grams. Hubs are from American Classic-a longtime partner-and spokes are DT Swiss Aerolite bladed stainless steel-some of the best. The 18-spoke front wheel is radial laced, and the 24-spoke high/low rear hub is laced with only eight radial spokes on the non-drive-side and 16 two-cross on the drive side of the wheel. American Classic hubs are adjustable via easy-to-access hex nuts and feature ultra-smooth-running stainless steel ball bearings. ZTR Alpha 340 wheels fit Shimano/SRAM cassettes and are shipped with steel-shaft quickreleases and Stan’s padded doublewheel bags for $1100.

Stan’s promise that mounting a road tubeless tire to his ZTR could be done with a small hand pump proved to be true, as both Hutchinson Fusion tires inflated with a hand pump without fanfare or the need to employ any sealing fluids. We ran 100 psi and used 1.5 ounces of Stan’s Notubes sealant in each wheel. The ZTR Alpha The Stan’s wheel kit came with Hutchinson Fusion tires and a pair of 2-ounce bottles of Notubes sealant. Stan’s Presta valve stems have removable cores, which  means once the tire’s bead is seated, you can unscrew the valve and inject sealing fluid into the tire via the stem. We installed a Shimano Dura-Ace cassette and are pleased to report that the shifting was spot-on.

Initial setup: 4

Road tubeless tires can be installed by hand, although the last part of the bead takes a little strength. Easiest tubeless wheel to inflate so far.

Weight: 4

1200 grams is a competitive weight for elite racing-and the Alpha 340 is an aluminum clincher wheel-not a temperamental carbon hoop.

Acceleration/climbing: 3

With lighter-weight tires, we’d give the Alpha 340 a 4 rating. The Hutchinson Fusion is a training tire, and its weight took the spring out of this lightweight climbing wheel. We’d love to try it with the Atom tire from the same maker.

Road comfort: 4

With 100 psi in the tires, the lightweight ZTR wheels suck up all but the worst the road can dish out.

Cornering feel: 3

A good feel in the corners was ensured by the big, grippy Hutchinson tubeless tires, but we could get the Alpha 340 wheels to flex a little, most notably when we exited corners out of the saddle.

Braking: 4

Like all quality aluminum rims, the ZTR Alpha 340 wheel stopped with precision and had a smooth feel at the brake lever.

Windy conditions: 3

Stan’s ZTR rim design presents so little aluminum to the wind that it is unaffected by crosswinds-but it also provides no aerodynamic benefits.

Durability: 3

While we cannot give a long-term rating on the new Stan’s Alpha 340 wheelset, initial testing has been positive. The spokes have not lost any tension, and the rims run as true as when the wheels were new.

BEST USE: Endurance-length events, road racing, climbing.

Counting grams? Along with switching to featherweight tubes and an open tubular tire like the Vittoria Corsa, Stan’s first racing wheel can compete with some heady carbon brands.

Weight: 1457 grams/pair (without QR)

Compatible: SRAM/Shimano or Campagnolo options

Price: $2700

Contact: www.zipp.com

Zipp’s made-in-Indiana 404 aero wheels set the standard for an all-situa- tion tubular road racing wheel, and now the 404 has been redesigned for clincher tires. The 58-millimeter profile rim uses a blunted airfoil that actually bulges wider than the 23-millimeter tires that it is designed to work with. The toroidal airfoil is said to reduce lift and drag at a wide range of angles of attack, so its crosswind performance is superior to its skinny-profile competitors.

Zipp’s 404 58-millimeter-deep carbon rim uses a high-temperature resin matrix designed to counter the intense heat that is concentrated on the critical rim flanges during hard braking. The new carbon material eliminates any weight limitations for the 404. Bladed Sapim spokes-16 radial up front and 20 rear (radial drive-side and two-cross non- drive)-with alloy nipples are laced to Zipp’s high-strength aluminum-alloy 88 and 188 hubs. Grade 10 stainless-steel ball bearings have removable seals for those who want the absolute lowest rolling resistance, and clamp-type adjustment collars allow bearing endplay to be fine-tuned after the quickrelease is engaged. The adjustment collars have an aero profile, so take the time to align them during wheel changes. Zipp 404 Carbon Clincher wheels come with Zipp steel quickreleases, Tangente High Performance cork brake pads, rim tape and valve extenders. Weight figures are 718 grams (front) and 639 grams (rear) sans quickreleases and suggested retail is $1557. Zipp says their toroidal rim profile is among the most versatile for road racing because its drag numbers are extremely low and the chubby, dimpled profile encourages air to flow smoothly around the rim in crosswind situations. To this end, the 404 braking tracks are curved and the rim is wider than the tire. This means that 404 owners must readjust their brakes wider and with the pads angled differently than what a conventional flat-sided rim calls for.

We mounted our 404 Carbon Clinchers with Zipp’s new Tangente tires at 110 psi. They replaced Mavic K10 wheels and tires, which weighed within a few grams of the new wheelset. The tires mounted easily by hand and, unless you purchase tubes with 80-millimeter valve stems, you’ll need the included extensions. An industry-wide disappointment is the lack of a seal in the valve extension, which means that we had to use Teflon plumber’s tape to achieve a seal. Installing the Shimano Dura-Ace cassette required a little tweaking of the rear derailleur cable adjuster to achieve perfect shifting, and that was that. Two items require a heads up: One is that getting the brake pads adjusted around the extra-wide 404 rims can be troublesome with some brakes. Also, Zipp rates the tire pressure of the 404 clincher at 125 psi max-probably to guard against over-pressurization due to heat buildup while descending. Take heed to this warning.

Initial setup: 3

Getting the brake pad angled correctly is a chore, and if you race, remember that your brakes will squeeze to the handlebar if you get a conventional conventional 19-millimeter-width wheel from neutral support.

Weight: 4

1457 grams is good for racing clinchers and quite lightweight for any 58- millimeter aero profile clincher.

Acceleration/climbing: 4

The stronger you are, the more you will like the 404 Carbon Clinchers. The slightly wider rim gives the tire a firmer feel when stressed laterally, and there is a remarkable degree of stiffness in a sprint. Climbers will want a lighter-weight wheel, however.

Road comfort: 3

Deep-profile rims are not very compliant in the vertical plane. At 110 psi, the 404 clinchers felt pretty firm on the road, but the big Zipps still provide a degree of comfort that can be sensed when the road is rough and especially when speeds are above 25 miles an hour.

Cornering feel: 4

Wonderful best describes the feel of Zipp’s all-purpose aero clinchers. Braking is pretty good, and the 404’s feel steady and in control when leaned over at speed.

Braking: 3

Braking is not on par with an aluminum wheel, and we’ve experienced smoother braking from other pro-level carbon wheels. That said, stopping was smooth and braking power was more than adequate using Swisstop or Zipp Cork Composite pads.

Windy conditions: 3

There is a noticeable amount of lift generated by the 404’s aero profile rim, but much less than most. We rode the wheels in some screaming gusts while descending at speed, and it didn’t feel like a wrestling match with a ghost.

Durability: 4

We put a lot of time on the 404 clinchers, and they were unphased by the miles.

BEST USE: Road racing, sprint triathlons, criterium.

Watch the Tour and it begins to look like a Zipp 404 parade. Of course, the pros ride tubular wheels, but the clincher version delivers the same aerodynamics and cornering without the expense and hassle of gluing on your racing tires. The 404 Carbon Clincher is the real deal for rank-and-file competitors.

Weight: 1510 grams/pair (without QR)

Compatible: SRAM/Shimano or

Campagnolo options

Price: $400

Contact: www.vueltausa.com

Vuelta is the rider-on-a-budget dream source for racing wheels, and the Corsa SuperLite wheelset, at $400 and 1500 grams, may be the discovery of the year. While its name may overshoot its notquite- uberlight numbers, the Corsa SuperLite wheelset is surprisingly wellbuilt and includes many features that are touted by wheels selling for more than twice its price.

Vuelta SuperLite rims have a 27-millimeter ‘V’ profile with machined braking tracks and a welded joint. The front hub is diminutive like the American Classic, and Vuelta uses quality Japanese-made ball bearings that roll nearly effortlessly. The rear hub is a high/low design with a pleasant-sounding freehub ratchet. There is no provision for bearing adjustment, but the endcaps can be removed with a 5- and 6-millimeter Allen key for basic service. Spokes are generic bladed stainless steel with alloy nipples-24 laced two-cross in the rear and 20 radial-laced spokes in the front. Outside rim width is a conventional 19.5 millimeters, and while freehub options are advertised for both Campagnolo and Shimano/SRAM, only the latter is available on Vuelta’s website store. Graphics are printed on way-too-thick vinyl stickers that were already lifting from the rim surface. Vuelta supplies steel-shaft quick-releases and rim strips. Advertised weights at 627 grams (front) and 872 grams (rear) jived close to our scale.

We set a high bar for the Vuelta SuperLite wheels, installing them on a BH G4, where they replaced Zipp 404 Carbon Clinchers. Wheelset weights were close to the same. Tires were Bontrager R4 slicks, and pressures were set at 110 psi. Mounting tires to the SuperLite rims was simple with bare hands only, and no special valve stem lengths or extenders are required. The tire beads seat into the welldesigned rim profile with a loud ‘snap,’ which indicates that a flat tire may stay put long enough to get safely to the side of the road. Our Shimano Dura-Ace 10-speed cassette fit snugly and required no derailleur adjustments.

Initial setup: 5

Wheels were true and centered, and tires fit very well.

Weight: 3

1500 grams is light enough to race, but we’d expect a minimal-profile aluminum clincher wheel to beat that number.

Acceleration/climbing: 4

Bright acceleration and an energetic feel were surprising attributes for such an affordable wheel. Better still, Vuelta got the spoke tension high enough to give the Corsa SuperLite above-average lateral stiffness.

Road comfort: 4

Lots of compliance from the lightweight Bontrager tires and shallowsection rim profile make for a smooth ride on choppy pavement.

Cornering feel: 3

It was easy to find a groove around fast corners, and crit riders will like the Corsa SuperLites’ steady feel out of the turns.

Braking: 4

Accurate machining and one of the truest builds we’ve seen in a while give the Corsa SuperLite rider a lot of control under hard braking, and it eases the task of riding in a tight group.

Windy conditions: 3

A minimized profile makes for an easy ride in the wind, although the Corsa SuperLite can’t provide an assistance once you get to the front of the group.

Durability: 3

This is our second pair of Vuelta Corsa SuperLites. While we did not burn 1000 miles on this pair, we did on the first. We have yet to see a more finely built wheel at such an affordable price point.

BEST USE: Road racing, criterium, endurance events.

Here’s a plum worth picking-for elite racers looking for a super inexpensive backup wheelset to keep in the pit or on the support car, or for training races so you can keep your tubular wheelset fresh for Sunday. Riders on a budget should take a close look at Vuelta’s 27-millimeter-profile racing clincher before spending a penny more on a wheelset.