Left: Tuned crankset. Right: Untuned crankset. Actually I kind of prefer the gloss over the matt now, sigh.The tensioning bolt on the non-driveside crank arm is 0.6g, M2.5 by 12.5 it seems. Strange length. I can't really tell if it's made out of stainless steel - should be. But I can't find a bolt of that size to replace it... more woes, sigh.
Sanding the crankarms was an experience of its own. Firstly, Lightning's clear coat feels... cheap, when you compare it to AX's, for example. Secondly, I peeled off a QC sticker and it flaked off the clear coat with it, so I had to remove all of the clear coat. I tried with paint thinner first - then it wasn't working too well - so I heaved another sigh, and filled a bucket of water, retrieved the high grit sandpaper, and it's the same old story of sanding again. I'm thirsty from the sanding effort as we speak ):
Sanding the crankarms was an experience of its own. Firstly, Lightning's clear coat feels... cheap, when you compare it to AX's, for example. Secondly, I peeled off a QC sticker and it flaked off the clear coat with it, so I had to remove all of the clear coat. I tried with paint thinner first - then it wasn't working too well - so I heaved another sigh, and filled a bucket of water, retrieved the high grit sandpaper, and it's the same old story of sanding again. I'm thirsty from the sanding effort as we speak ):
Driveside: 205.9g
Nondriveside: 137.5gA closer look at my lockring tuning option here. I'm planning to anodize the titanium lockring, as previously mentioned.
Left: CNC'ed titanium lockring. Right: Original steel lockring.
Weight of original lockring, 9.1g.
Weight of tuned lockring: 4.5g. (-4.6g)I need to dremel the bearing cups, they look like good victims to tuning. I have a pair to experiment on before working on the pair which is being used, anyway.
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