BST wheels are made specifically for a type and model of bike. Part of the manufacturing process ensures that the wheel runs absolutely true on its own hub. The hubs have a unique fastening system, and they must not be tampered with. So no, you cannot change the hubs. If you are changing motorcycles, the best solution is to sell your wheels – either separately or as a value-add to your current motorcycle – and buy new BST wheels for your new bike.
The rule generally is:
HUBS can be re-used and be fitted onto NEW Carbon Wheels (but only the BST factory may remove the hubs)
Carbon Blanks cannot be re-used for the purpose of putting new hubs onto them.
Yes you can. Make sure that the warmers and regulators are operating correctly. Do NOT use enclosed tire warmers (side covers that blanket the entire wheel) as this pushes the temperature higher than the specification given on the warmers and on the BST wheels. BST wheels are designed to operate up to 80º C which is more than adequate and will work within the requirements of the tire warmer specifications. If used under normal circumstances, a tire warmer set at 90º C will warm the tire accordingly, and the wheel itself will not achieve more than 50-60º C. Carbon does not radiate the heat as quickly as metals so there is no need to over-do it with the warmers.
BST achieved TUV certification for the facility and for the wheels GSXR1000 front and rears, Ducati 916-998 series and 748 front and rears. TUV requires certification per model. BST wheels passed every test. However TUV are currently writing new specifications for carbon wheels and all manufacturers will have to have their carbon wheels tested to the new specifications when this process has been completed.
The hubs are attached to the carbon fiber wheel using a unique fastening system combining high strength aerospace fasteners with mechanical locking mechanisms as well as high strength aerospace adhesive.
For road use, use the same tire pressure that you usually use. For suspension – if the suspension is working OK for you before you put on the BST wheels, you should not have to make adjustments. The carbon wheels make a huge difference to the smaller bikes so there are some things you need to know. If you get chatter on fast corners once you change to the carbon wheels that was not there with metal wheels, you should be able to tune it out with suspension settings, or you could add weight to the swing-arm. The reason is simple: the total weight working on the shock is a lot less and hence you are not working within the range of the rear shock. The shock works at about 5 – 10 hertz and the wheel at +- 30 hertz so the natural frequency can chase the chatter on the smaller bikes. By putting weight on the swingarm you have the same weight working on the rear shock while gaining the advantage of the much lighter rear wheel.
We have about ten 125 Hondas that run the wheels here in SA and they also tend to run lower tire pressures cold as the carbon does not transfer heat very well and they can get a bigger contact patch with lower pressure.
Wheels manufactured from metal are either cast, forged, machined, or manufactured as a combination of the three processes. Aluminium wheels have been around for many years. They are relatively easy to manufacture and also relatively cheap, but they are heavy because of the density to strength ratio of Aluminium (how much strength you can get for a kilogram of Aluminium). To improve the weight you can either choose a material that is lighter or one that is stronger, or one that is lighter and stronger. Using magnesium, which is lighter but not necessarily stronger, you can improve on weight slightly.
The BST warranty covers all workmanship for a period of 2 years from date of sale to the rider. This is regardless of the date on the wheels – the date on the silver sticker indicates the date of manufacture of the carbon part. There is no shelf life for carbon fiber, so the date does not affect the warranty.
BST went through certification of its wheels with the TUV in Germany and part of this process included both salt spray and UV degradation testing, the results of these tests were that there was no noticeable degradation. In other words we passed the test required to allow our wheels to be sold to the public and to be used in the vehicle aftermarket.
BST wheels are painted with an automotive grade clear coat with UV protection. This layer protects the wheels in the same way that automotive paint protects a car.
Regarding the track record of carbon and glass epoxy laminates, they have been used in aircraft construction for many years (dating back to the 1970′s, I think there are even instances as early as 1950′s). Visit Oshkosh or any glider field. In light sport aircraft they are the dominant material used in manufacture. They have also been taken into the realm of structural components on passenger airliners due to progress at the likes of Boeing and Airbus in finding better production methods.
Each BST wheel has a unique Serial Number which is on the label. This is its ‘DNA’ marker and allows us to trace its entire history and build process. There is no legitimate reason to remove the label. An attempt to remove it it will leave a very clear bare mark. That’s not good. The warranty is immediately invalid and no reputable dealer will support it. Theft? Sounds like it to me.
Carbon fiber wheels have been around for some considerable time and have been proven to be safe when designed and manufactured properly and, as with any wheel, used within their design parameters. One of the parameters is the maximum static weight of the motorcycle for which the wheel is designed (BST sportbike wheels are designed for motorcycles that weigh up to 280 kg dry) and have more than adequate strength and damage tolerance for any usage within road/street, sport or race environment. Safety is dependant on more than just strength and stiffness. Due to improved handling and therefore lower driver fatigue and effort, BSTs make a positive contribution towards driver safety.
BST Carbon fiber wheels have undergone an intensive programme of very stringent testing to verify their design and to confirm their strength and durability.
A designated test body in the UK performed the following tests and all tests were conducted on a single prototype wheel.
It is important to note that this single wheel test’ is not usually the case when testing a metal wheel, since due to metal fatigue behaviour a single wheel would not last throughout all the tests. To allow for this weakness in metal wheels, the test regulations actually specify that one new wheel for every test is permissible, whereas in this case a single BST wheel withstood ALL tests. A sample of test results is given below, tests and forces exerted depend upon requirements of the testing body (eg TUV) and the wheel (front or rear).
Cornering fatigue: 1,000,000 cycles at 530Nm
Radial fatigue: 3,200,000 cycles at 6082Nm
Torsional fatigue: 1,000,000 cycles at 890Nm
Impact test: 337.5kg from 150mm (JWL)
The front wheel was designed for a 150kg static load and the rear wheel for a 250kg static load (this translates into a bike with a total dry weight of up to 400kg). Modern sports bikes normally weigh between 160-220kg and race bikes rarely exceed 170kg, so these static load design parameters comfortably exceed normal conditions.
Use warm water with a mild cleaner, avoid petroleum or alcohol based products and don’t use aggressive or abrasive cleaners. A mild de-greaser will remove any oil. You can polish them with any normal polish for a painted surface.
A normal good quality shop will be able to fit the tires. Use a tire machine, and turn down the clamping force a touch. Don’t use too much mounting fluid (or soap) as this can make beading more difficult.
One of the good things about carbon fiber is that you can see damage immediately. The first test is whether the tire is holding air. If it is not, the wheel is likely damaged beyond repair. Major damage will show cracks through the rim and the wheel will obviously not be usable. If it holds air, remove the tire and check the wheel carefully. Damage can be superficial in which case minor cracks will be visible in the clear coat, and the wheel is usable. If the cracks are deeper and the layers of carbon fiber appear to be torn, this is more serious and the wheel should not be used. Please feel free to send us photos to help assess the damage for you.
Hubs can often be re-used if they have not been damaged. If the carbon fiber is damaged beyond repair, you can cut the spokes close to the hub and send the hubs to us. We will likely be able to fit them to new carbon parts, giving you new wheels at a much reduced price. Your ‘new’ wheels will carry the 2 year warranty.
If the hubs have been damaged, the wheel cannot be recovered, as the carbon parts cannot have new hubs attached to them.
All repairs should be done at the BST factory.
Wheels can also be refurbished at the factory for a very reasonable fee.
BST wheels are hand crafted from ISO certified materials. BST’s wheels are extensively tested and there is no doubt as to their structural integrity. We take pride in producing wheels that are as aesthetically perfect as possible. Occasionally a wheel may exhibit slight irregularities such as slight weave distortion, light or dark marks from resin flow or natural porosity resulting in small ‘fish eyes’. These irregularities are acceptable by the motor industry and BST and do not affect the structural integrity or performance in any way whatsoever. Should your wheel exhibit such irregularities, please consider it the signature of uniqueness – a product crafted by hand for your enjoyment.
Some of the properties of Carbon fiber composites as used in BST wheels:
Material used – Carbon fiber Prepreg in a woven and unidirectional format, embedded in a resin matrix, made from toughened epoxy.
Max structural temperature: 100 degrees C
Min structural temperature: -40 degrees C
Max operating temperature: 80 degrees C
Corrosion resistance: Totally corrosion free
Chemical resistance: Resistant to most dilutants such as acetone, benzene, thinners,
Automotive fluid resistance: Limited resistance to brake fluids and acids
Density: Approximately 1.7 kg/qdm (Aluminium 2.7, Titanium 4.5, Steel 7.9)
Damage Tolerance: Similar to 2024 Aluminium
Strength: Better than 2024 Aluminium
Stiffness: Similar to 2024 Aluminium
Variable wall thicknesses can be created anywhere as needed in order to increase strength where required.
Fibers are oriented in the direction of stress in order to increase strength.
BST has a patented process for the manufacture of a monocoque (single unit) hollow spoke wheel.
The BST wheels are designed to fit the same way the OEM wheels fit. They are supplied with:
All internal bearings, spacers and seals pre-installed
External spacers, where required
Cush drive (rear conventional swing arm)
Sprocket carrier (rear conventional swing arm) where required wheels can be purchased without a sprocket carrier if you wish (for race teams etc.)
You will need to buy a sprocket that fits the BST sprocket carrier
BST Street wheels are designed for normal street and track use. BST RACE wheels have a different and lighter carbon layup, as well as 7075 T6 aluminium hubs. These wheels are even lighter than the standard wheels and are designed for race use only.
In the wet lay-up process, the fibers are positioned in the mould dry and the resin is applied with a brush. The resin is mixed by hand and mistakes can be made during mixing. This is a relatively inexpensive process, but normally the part is heavier and the fibers can distort during the lamination process meaning the process is less controlled. This method does not lend itself to the Autoclave process which cures the part under controlled heat and pressure.
In the Prepreg process used to manufacture BST wheels, the resin is applied by machine onto the fibers in a thin film. Therefore, the resin is very even and controlled. The parts are then cured under a high pressure and temperature environment (Autoclave). This results in a well-compacted laminate with better properties than with wet lay-up. Laminate properties in Prepreg Carbon fiber can be 10%- 20% better than wet lay-up at a lower weight (because less resin is used to do the same job). This Prepreg and Autoclave process is used to manufacture the exceedingly strong, but light, chassis centres (often known as tubs) for Formula 1 race cars.
You’ll gain in many ways this is the best performance enhancing product you can buy. BSTs will make a dramatic difference that will gain you speed and responsiveness with less effort and fatigue. It’ll feel like you’ve added a few horses to your engine but at a very reasonable price. Best BANG per $$ for performance
Extra performance: Low mass and lowest Moment of Inertia (see our page on The Effects of Inertia) results in a lower unsprung mass; this means faster cornering, later braking, improved acceleration in all, faster lap times. Imagine the difference you’ll experience from dropping 11.2 lbs off the weight of your bike! That’s the difference in weight between the standard GSXR1000 wheels and the BSTs.
Extra Riding Fun and Rider Safety: The huge drop in weight means that handling improves dramatically quicker lap times with less effort and astonishing responsiveness means less fatigue.
Carbon fibre is a fatigue free material resulting in longer product life;
Carbon fiber composite is a very damage tolerant material. In the event that a wheel is damaged, the damage propagates less easily;
Very low corrosion susceptibility.
Extra Cool Looks:
Whether you are into performance or looks, this wheel attracts attention gleaming, black, woven-look finish and soft styling makes a stunning addition to your motorcycle.
The views of UK SuperBike magazine:
“what else can you do to a bike – for that money – to make it so much faster?”
UK sports bike magazine, SuperBike, performed an independent two day test at the Almeria circuit in Spain using a 2002 Honda CBR900RR (954) FireBlade.
The first day’s testing took place with standard wheels and the only change for the second day was the substitution of BST wheels.
Weather conditions were unchanged and the following was observed:
Acceleration was noticeably stronger with the rider reporting it felt as though it had gained ten horsepower
The bike could be braked later
The bike could be turned more easily
Top speed at the end of the main straight was increased by 5mph
Lap times fell by a full 3 seconds although the rider did report pulling the pin out as he felt very confident on the bike during the second day
These results are consistent with performance gains normally found by virtue of the combination of reduced unsprung weight and reduced rotational inertia provided by BST wheels. Even if a bike is not being used on a circuit, the same benefits of increased performance and rideability also apply to road/street use.”
If you would like more information, email the rider, Jamie Wilkins, SuperBike magazine’s Road Test Editor, on: firstname.lastname@example.org
The BST wheels come with a 5 bolt hole sprocket carrier – the PCD of the 5 holes is 100mm and the ID is 76mm.
Use the torque as specified for the OEM wheels. As a rule this means:
M6 bolts 10Nm
M8 bolts 16Nm
Make sure the bolts are free of grease or oil, and fasten them with Loctite.
Use the torque as specified by the OEM, but do not exceed 90 Nm – this is sufficient to hold the spacers and bearings in place without damaging them. The exceptions are the offset rears – – use approx 150 Nm.
Use the locking mechanism as per the manufacturer, if applicable.
Load rating of BST wheels.
BST has derived our load specification from experience in the field of motorcycle physics:
The load rating printed on the wheel sticker will reflect the maximum static load/weight that is permitted on the specific wheel to not exceed the critical loads during the dynamic situation of riding the motorcycle. We design with a safety factor of approximately 4.
To check if the wheels are appropriate for your bike you can use the following rules of thumb:
Scenario 1: Motorcycle with a rider:
The usual weight distribution here is approximately 40% for the front wheel and 60% for the rear wheel.
Total Static Weight or TSW = Weight of bike with all fluids + weight of rider = 220Kg + 90Kg = 310 Kg
This leaves us with the following load ratings:
For Front wheel = 310Kg x 40% = 124Kg
For Rear wheel = 310Kg x 60% = 186Kg
Scenario 2: Motorcycle with a rider and 1 passenger:
The usual weight distribution here is approximately 37.5% for the front wheel and 62.5% for the rear wheel.
TSW = Weight of bike with all fluids + weight of rider + weight of passenger =220Kg + 90Kg + 90Kg =400 Kg
This leaves us with the following load ratings:
For Front wheel = 400Kg x 37.5% = 150Kg
For Rear wheels = 400Kg x 62.5% = 250Kg