Im certainly no expert, but I thought it was done to increase stiffness of the wheel, so that it would accelerate faster. Perhaps I can email Joe Young, an old friend of mine to pontificate. I don't know whether he is a member here or not since I just recently rejoined myself.
Keith Kessel Shreveport, La. USA
On Fri, January 2, 2009 6:10 pm, Harvey Sachs wrote:
> Earle Young offers an intriguing explanation for the tradition of tying
> and soldering spokes at the outer crossover points:
>
> "What I have found from my research is that tying and soldering is a
> tradition for track riders, primarily large-pack events on small tracks, at
> a time when rims were not as strong as they are today. Because of the
> conditions, most observers would think that the tying and soldering was
> for extra strength. Actually, it seems that it is more for the convenience
> of the mechanic. When built with hex-head spokes like the classic Robergel
> Sport, a broken rim on a tied and soldered wheel can be
> removed and replaced very quickly using a hex driver and a drill, probably
> a push drill, but a reversible electric or pneumatic drill will also speed
> the process." ++++++++++++++++++++++++++++++++++++++++++++++++++++++++
>
>
> My experience is almost all on the road, but many of the wheel failures
> I've seen over the decades have started with spokes breaking, not rims
> getting busted. Fatigue or impact? In any event, if Earle's hypothesis
> were right, I would expect to see the spokes tied with fine malleable wire
> loops, but not soldered. Soldering would just make it take longer to
> change out a spoke, and would be no fun at a track where there was no
> convenient place to plug in a soldering iron. Or set up a charcoal bed to
> heat an iron.
>
> Whether it is true or not, I think that the old-timers thought that
> tying AND soldering led to better wheels. But, I could be wrong.
>
> harvey sachs mcLean va usa _______________________________________________