UCI has issued certificates for all Zipp wheels, but has not updated their web site. We are approved for 808 clincher and tubular wheels and have requested UCI to update their web site. See this web page for confirmation.

We generally recommend our maximum limit at 275 lbs. That is not to say that every Zipp wheel is right (or wrong) for you. We strongly believe in having the right wheel for the right application. The needs of a 220 lb sprinter are different from those of a 115 lb triathlete. If you are at or above 190 lbs, we strongly recommend you consider the MAX 404 or 808. These wheels have additional spokes that offer better stiffness and cornering confidence for someone at that weight. Keep in mind - this is a guideline. There are very strong riders at 180 lbs who may prefer the MAX, and very smooth-riding 225 lb riders who may prefer the standard wheel.

• 190 lbs (86kg) for 202 and 303 tubular
• 225 lbs (102kg) for Team Issue, 404, 808, and 1080
  • Above 190 lbs (86kg), consider MAX 404 and 808
• 275 lbs (125kg): Cyclocross, MAX, Track, Disc wheels

The carbon dust caps are held in place on the axle cap by a couple of rubber grommets. The reason they are making a racket is that this grommet has come unseated and is allowing the cap to move freely. To fix find a couple of 5 mm allen keys and insert one into each axle cap on the hub (where the quick release runs through). Work these wrenches against each other (standard right hand thread) to loosen one end cap. Remove the axle and reseat the grommet against the back of the dust cap. You may even want to put down a bead of super glue or quick set epoxy behind the grommet to ensure that it does not move again. Allow glue to dry fully, reinstall axle, torque end caps to 55 in lb (88 in lb rear) and go ride.

The 2002-2008 Zipp hubs are different from most hubs in that they do not side load the bearings to remove play in the hub (think traditional cup and cone set-up). Our hub is designed such that the bearing race on the axle is aligned with the sealed bearing when the end caps on the axle are properly torqued. Since the axle is not press fit into place it will have some lateral movement when the wheel is unweighted. Once a rider's weight is added to the system, the bearing becomes loaded vertically and the play then disappears. By designing the hub this way, it is possible to extend bearing life and make a hub that will turn much smoother leading to a faster wheel.

We started moving in this direction in 2008 starting with the 202 and 1080 wheels. Common sense told us that by hiding the nipple, we would be making a wheel with less drag. We then built prototypes for testing. Surprisingly, in our testing we found that hiding the nipple on our rims makes no less drag than having the nipple exposed at all wind angles. This, as it turns out, is due to the unique cross section of our rim. Our 360 rim makes the wind think that it is 70mm deep. Therefore, the final 12mm of spoke is shielded, allowing us to keep the nipples exposed for ease of wheel maintenance while not increasing drag. During 2009 we will be converting back to external nipples across our wheel range responding to customer feedback.

The short answer is that we don't really want to have a full carbon clincher on the market. The reasoning behind this is that the technology has not yet advanced to make available reliable, durable, safe full carbon clinchers. Carbon is a wonderful material and everyday more is learned about how to work with it. However, at this point in time, no one has learned enough to overcome the three main forces a clincher rim has to overcome. The first force is an outward force on the clincher bead exerted by the pressure of the tire. The second hurdle to overcome is the tremendous heat generated by heavy braking. The final force to overcome is impact. Consider the following scenario. You start a ride with a tire pressure of 160 psi. Your ride takes you up into the mountains and (obviously) down the other side. On the way back down, you will be braking heavily occasionally. It is not uncommon for the surface of a carbon rim to reach temperatures in excess of 250 degrees Fahrenheit (121 C). With this increase in temperature, your tire pressure has suddenly gone to almost 200 psi. This excessive pressure forces the clincher beads apart. This force compromises the impact resistance since the beads are no longer parallel, but rather bowed outward. If the wheel takes a hit, the impact will sheer the sidewall of the rim off causing the tire to blow off. Granted, this scenario requires many variables to come into place which simply will not happen 99% of the time. However we have been able to replicate this failure in our testing and have decided that it is not yet feasible to produce a full carbon clincher rim and have devoted our focus to producing lightweight, durable carbon/alloy clincher rims that, on average, only weigh about 75 grams more than their full carbon counterparts.

The '06 track axle is a composite part of aluminum and stainless steel, and gives the optical illusion of being bent.

Often it seems there is a very tight fit. Here is the work around:

1. Must use the Zipp Campy brake blocks (yellow sticker)
2. Take an exacto knife and shave away at the grove along the side
3. Put a few drops of tri-flow on the groves to assist with friction - wipe excess off afterwards
4. Use a large screw driver to push the brake blocks into the holders

Use play dough or plasticine to find the ideal weight by adding and subtracting material placed opposite to the valve hole. Do this with tire and valve extenders installed. Mix epoxy and sand, equivalent in weight to a lump of plasticine, required to balance the wheel (with a tire and valve extender) and place this opposite the valve hole through adjacent tire bed spoke holes - allowing the epoxy to settle and dry between the spoke holes on the inside of the rim.

View laser etching

This is not easy and entirely foolproof as the laser etching is only on one side of the bearing casing and this may be mounted so it is impossible to read unless you remove the bearings from their bore.

We only stock these ceramic bearing sizes: 61802, 61803, 61806 and 61902. Check the inner casing for the letters 'C3' after the bearing number e.g. 61802 C3.

If your decals are adhesive and not molded in, you can use a hair dryer to soften the glue, grab a corner and gently pull off, scrape the remainder off with your nails or a blunt popsicle stick, clean well with acetone or white spirits, allow to evaporate and apply the new decals.

If the original decals are molded in, (use the thumbnail test to feel for an edge) you will have to purchase a set of decals and apply them over the top. Molded in decals cannot be removed without structural damage to the rim.

Peal or gently scrap off all parts of the old decal. Clean the rim well with soap and water and then use rubbing alcohol or acetone to remove any residual grime and grease. Slowly peal the backing off the decal, position the new decal over the rim and apply staring at one end. Work the air bubbles from the center towards the outside. Use a squeegee applicator (PA-1 from 3M) to work the decal into the dimples.

Zipp stopped manufacturing the Zipp frame at the end of 1997. We do not have any frames available for sale. We no longer have any parts for the frames, manuals or the tools to work on them. However, all frame questions can be answered by Dave Hill via email at frameman2001@msn.com

The 188 hubs require a conversion kit with end caps, washers and free hub body which must be purchased. Please follow these instructions.

Tire choice depends highly on user preference and conditions. To summarize, a 21mm has superior aerodynamics with our rims; a 23mm is larger and subsequently has better ride quality and rim protection, but at a slight aero penalty. Here are some questions you can ask that will help guide your decision:

Triathlon/Time trial? In general – 21mm.
Road racing? In general – 23mm.
Training and/or daily riding? 23mm+

Dry? 21mm at normal recommended pressure.
Wet? 23mm at a slightly lower pressure.

Smooth roads? 21mm at normal recommended pressure.
Rough roads? 23mm at a slightly lower pressure.

User prefers slight aero benefit of 21's at the expense of a little ride comfort, rim protection, and rolling resistance? Use 21mm.
User prefers slightly better ride comfort, rim protection, and rolling resistance of 23's at the expense of a little aero? Use 23mm.

Rider weighs less? 21mm.
Rider weighs more? 23mm.