New-Old-Stock Campagnolo Double Chainring Set (53x39)...Five Arm Compatible

Description

New-Old-Stock Campagnolo (Campy) Double Chainring Set (53x39)...Five-Arm Compatible
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Product Description:
This offering is for a new-old-stock aluminum alloy Campagnolo double chainring set...with a factory matched 53T large chainring and a 39T small chainring. The bolt-circle-diameter (BCD) of both rings is 135 mm and the chain guard pin placement (on the large chainring) is centered between two bolt holes, which means it will mount as the large chainring on most non-compact Campy five-arm double and triple cranksets. The smaller (39T) chainring will function best on a double crankset, but we also believe it will function as the middle ring on a non-compact triple crankset (because of the compatible BCD measurement). Having said this, we should further note our catalog research indicates Campy generally intended 40T and 42T chainrings to serve as the middle ring on a non-compact triple crankset. This is not to say a 39T model will not function, but it may not be an ideal middle chainring solution (when an equivalent 40T or 42T alternative is available). These are good quality chainring sets that include shift ramps/pins, but they're still one step below Campy’s Ultra-Drive chainrings (in terms of their function and finish...with the latter characterized best as a somewhat flat/understated gray finsh). As a result, we believe they are Veloce quality chainrings, but they will still function on other Campy cranksets (as discussed in more detail below).
These chainrings are considered 9-speed compatible, but we noted the thickness of these chainrings at the bolt holes is almost identical to similar 10-speed chainrings. More specifically, when measuring the thickness with our digital calipers, both the 10-speed and 9-speed rings measure about 3.0 mm…...with no more than a 0.1 mm difference noted in the handful of chainrings we measured...so effectively the same thickness. We mention this, because we believe the rings will function equally well on a 9-speed or 10-speed drivetrain. These chainrings are also a suitable replacement for 7/8-speed drivetrains. Although, depending on the width of the chain you are using with one of these older drivetrains, you may need to insert some spacers to push these chainrings a little farther apart...and we recommend inserting/installing the spacers in between the larger chainring and the crankarm to achieve the desired spacing (as this seems to be the most common practice).
As mentioned above, these chainrings are Veloce quality and although Campy makes better chainrings...maybe nothing is a better value. These chainrings borrow heavily from Campy's higher-end models. Their design/geometry is similar, as are the multiple pins/grooves that facilitate the upshift of the chain to this larger chainring, as well as set points of specifically designed chainring teeth to facilitate the downshift to the smaller chainring. We should also mention these are stamped rings (as opposed to "cut", like Campy's higher-end rings), so their final production/machining will not be as precise. This will initially result in more drivetrain noise (from chainring teeth/chain interaction), but this noise should dissipate over time, as these chainrings break-in from use.
In terms of condition, all of these chainrings were bulk-packed, so expect some shopwear-type marks, but they are still fairly nice overall (and all of them are new and unused...with no signs of wear on any of the teeth).
Supplemental discussion…five-arm vs. four-arm design…
Campagnolo introduced the four-arm crankset to it’s top-end Record groupset in the early 90’s. The four-arm design was only available with the Record crankset until 2004, when Campy incorporated the four-arm design into it’s Chorus cranksets. As for other Campy cranksets, they were re-designed in 2007, except for the Xenon model, to incorporate this four-arm design. It’s also important to note these changes did not affect BCD specifications, as the newer four-arm cranksets use the actual crankarm as the "fifth arm" for the purpose of mounting chainrings...but there are other compatibility issues (although please note these issues relate primarily to the large chainring only).
More specifically (and as alluded to above), we‘ve noted the following differences between a four-arm and a five-arm chainring:
Chain Guard Pin Placement:
The pin that prevents the chain from jamming between the crankarm and the large chainring needs to be placed in a different location relative to the chainring hole placement on a four-arm vs. a five-arm crankset. On a four-arm crankset, the pin needs to be placed in direct line with a chainring hole, since the crankarm acts as the "fifth arm" for the purpose of mounting the large chainring. In contrast, the pin must be positioned half-way between adjacent chainring holes on a five-arm crankset for the pin to be properly aligned with the crankarm.
Grooved vs. Non-Grooved Chainring Holes:
On a large five-arm chainring, each of the holes is chamfered (or grooved) to allow for standard chainring bolts to mount flush. However, on a large four-arm chainring, the chainring hole directly below the guard pin is not chamfered, since a special chainring bolt (that is unique to the other four) will screw directly into the back side of the crankarm from a mounting point that originates at the back side of the smaller chainring. In other words the four-arm chainring will have four grooved chainring holes on the front side and one that is not grooved...and regarding the latter...the purpose is to ensure a flush mount of the large chainring to the back side of the crankarm.
I am sure there are other discussion points that we have unintentionally omitted, but hopefully this expanded listing description is helpful…and as always…if you have any other questions, please do not hesitate to contact us.
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Note to international customers regarding shipping...
We apologize to those that feel some of our international shipping charges are too high. We only charge actual shipping rates, but once an order exceeds a certain amount, we hesitate to use the least expensive US Postal Services First Class International service. We feel this way, because this service is not trackable or insurable...so more risk of loss. We prefer the US Postal Services Priority Mail International service for more expensive orders, because this service is trackable at USPS.com and insurable...so less risk of loss. Unfortunately, this service is more expensive, especially for smaller/lighter packages, relative to the First Class International service. We are sorry about these higher shipping costs, but hopefully our notes help to explain why this is the case.
Note to international customers regarding customs...
We also apologize to those that feel their country import taxes, duties and brokerage fees are excessive. As a small US business, we are required by customs' laws to declare each order as a retail sale. Additionally, the declared order value must be equal to total store purchases and/or winning auction bids (less any shipping costs, as these are not considered in the declared value). As a result, each customer will be responsible for paying his/her own country taxes, duties and brokerage fees, which will be collected upon delivery. Again, we apologize for these additional costs, but we cannot afford the penalties and fines that come with breaking customs' laws...so we have to strictly abide by them.