The color spoke manufacturers introduced the riders who have added tires and added under static conditions. It can be clearly seen that the spoke tension in the upper half of the wheel set has increased, while the spoke tension in the lower half has decreased. Because the spokes only play a pulling role in the wheel set, and cannot play a supporting role. When weight is applied to the wheel set, the upper part of the spoke tension will increase.

And this is just the spoke tension change under static load. If you are riding, then this tension change will happen all the time. Take one of the spokes as an example, every kilometer, the tension of this spoke will change 450 times.

If the spoke tension value is set too low during the process of the wheel set, then the repeated tension value loading and unloading process will cause the spokes to loosen and further increase the burden on other spokes. Moreover, this situation will also cause the wheels to swing and bounce, which not only affects the control spokes, but also causes the wheels to wear out in advance. Conversely, if the spoke tension is too high, it is possible to experience a greater impact, such as when landing after a jump, the tension on the spoke is too large, and the spoke is plastically deformed. This plastic deformation causes the spokes to reduce the tension value and causes the wheel to lose its balance.

So, in terms of wheels, bigger is not better. In general factory marshalling wheels, different spoke tensions are set according to the purpose of the wheel and the spoke wheels used. In most cases, it is in the middle or upper position where the spokes can bear the tension. Mainly to meet the needs of more users. For manual wheels, it will be more flexible. You can give a more accurate spoke tension according to your own usage scenarios, riding habits, weight and other data.