NOS Campagnolo Ultra-Drive/Anti-Friction Chainring (53T x

New-Old-Stock Campagnolo (Campy) Ultra-Drive/Anti-Friction Chainring (53T x 135 mm BCD)...Four-Arm Compatible Thank you for your interest in this item and please visit our store for other offerings. We have very reasonable shipping terms and combine orders to save money (for customers) on shipping costs. We also maintain customer friendly return/refund/exchange policies. Product Description: This offering is for a new-old-stock 53T aluminum alloy Campagnolo Ultra Drive (UD) chainring with the anti-friction treatment. The bolt-circle-diameter (BCD) is 135 mm and the chain guard pin placement is located directly in-line with one of the bolt holes...so it will mount as the large chainring on most non-compact Campy four-arm double and triple cranksets. The quality of this Ultra Drive chainring is excellent, as it was most likely intended for a Record crankset (2004 to 2006)...so Campy's top-end for a replacement chainring with a number of drivetrain applications. We believe this to be true, because 2004 is the first year the Record crankset was matched with chainrings finished with the anti-corrosion treatment. We do not see this treatment on Campy Record chainrings prior to 2004. Although, we believe this chainring would still function fine on Record 10-speed cranksets that pre-date the roll-out of the anti-friction technology. We also noted the Campy Record crankset design remained relatively unchanged until 2007...when the "Ultra Torque" Record crankset was introduced. Additionally, the advanced design/geometry includes 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 a smaller chainring. We should also mention it's a "cut" ring (as opposed to "stamped", like Campy's lower-end rings), so it's final production/machining is extremely precise. This will result in minimal drivetrain noise (from chainring teeth/chain interaction), even wear and precise shifting for the life of the chainring. This chainring is labeled as 10-speed compatible and this is determined by noting the thinner bolt-hole mounting points on the backside of the chainring (relative to equivalent 7/8/9-speed models). In other words, on Campy's higher-end double cranksets, the large chainring is cut and then milled at the bolt-hole contact points with the right crankarm (and please refer to the last picture in the sequence to the left for a close-up of one of these milled-out bolt-hole areas). This milling process allows for the large chainring to mount about 0.4 mm closer to the small chainring...to accomodate the slightly narrower chain needed to properly shift over a 10-speed cassette. As a result, this ring is ideally matched on a 10-speed drivetrain, but will function on a 7/8/9-speed drivetrains with appropriate spacers. More specifically, our experience and research indicates that among Campy's higher-end "cut" chainrings, the 10-speed design is the only model with milled-out (bolt-hole) contact points. As a result, the insertion of 0.4 mm spacers between the right crankarm and the backside of the large chainring, should allow for one of these 10-speed chainrings to function on most 7/8/9-speed drivetrains (which generally have wider chains). There may also be some extreme cases where a slightly thicker spacer is needed to accomodate an extremely wide chain on a vintage drivetrain, but the spacer insertion/installation process is still the same. We should also mention this 53T ring is marked as being compatible with a 39T smaller ring, so this would be it’s ideal match. Having said this, our experience has been that other chainring combinations function OK (as long as such combinations are within derailleur capacities). We would still recommend the 39T match for optimal shifting performance, but other sizes will still function with this 53T model. 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). I am seeing ever so slight discoloration or possibly light dirt marks in the finish (which is probably to be expected from 10+ years of storage time), but I still believe these chainrings to be functionally first quality. 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. 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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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.

Returns Accepted for this item if it's within 30 Days