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Alumni will gather at homes, hotels and church halls in locations across the country and beyond to mark this day, the feast of the university's patron saint, St.
StFX Day is the day the graduating class earns the right to wear the X-Ring, the distinctive university symbol that stands out in Canadian government, business, education and entertainment circles. USE THE SEARCH BUTTON If you know the answer to the question, why not just answer it???? The stock x-ring chain on my 450X has 3000 miles on it and have had to adjust it only 3 times. Just to reiterate some of what's already been said, the only difference between an O ring chain and an X ring chain is the shape of the sealing ring.
X ring chains typically seal as good or better than O rings and create less friction as they articulate. As long as the chain itself is the same , I dont see a bit of longevity between an oring and an xring. Even if you don't want to post, registered members get access to tools that make finding & following the good stuff easier.
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Back-Up Rings are used in conjunction with O-ring for both static and dynamic sealing applications.
My request is for an explanation of the difference between an O-ring chain and an X-ring chain. So I fixed the tire using a plug patch, monitored the repair and tire pressures for the next few rides, and once I was satisfied the air wasn’t leaking I dropped the worries out of my mind. While you managed to get quite a few miles and even some track days out of your tire after repairing it, I’m not convinced it was a wise decision. X-rings (also known as quad rings or four-lobed seals) offer an alternative seal solution to O-rings for use in reciprocating dynamic or rotary applications. X-Ring has 2 contact points & an O-Ring has 1 (think side profile of the o-ring) for the oil seal on the links. Most of the later ones are Xring now I think, TBH you'll never notice a difference which ever one you fit.
Even more if you are one of the senior students alive with anticipation, counting the hours until StFX Day, December 3, the day you receive your much-coveted X-Ring.


Francis Xavier University.Canada's Premier Undergraduate Experience - University as it is meant to beAll rights reserved.
Why does everyone feel it is so cool to scream "Use search" Sheesh, just answer the question and don't be so rude!
It has very little stretch after it breaks in, no dry links causing kinks and no excessive sprocket wear.
In either type of chain, small seals between the inner and outer plates are used to keep grease in the pins and bushings, and keep dirt out. One interesting thing of note, and the reason I’m actually writing you, is the comment people make about the track.
Dunlop does have a problem with you using your repaired tire as you did, especially at the track. They are often used in applications where the seal is required to operate under lower pressure and temperature conditions.
According to myth - supposedly confirmed by a question on Jeopardy, although no one can say when - the X-Ring is the most recognized ring in the world after the papal ring and Super Bowl ring. It generally uses sprockets on a two to one basis- 2 primary sprockets for each rear sprocket with a total trail use of 2500 to 3000 miles. According to the company’s information, even with a plug patch repair, “the repaired tire should never be used over 75 mph.” To me, your savings do not come anywhere close to offsetting the increased risks. Under low pressure, high sealing efficiency can still be achieved with an X-ring as the mould parting line is not coincident with the primary sealing faces. Does it somehow feel nicer?Only if it's worn out.Check the sprockets for 'hooking', the front one will be worse. An X-ring seal is a type of O-ring, but has an X-shaped cross section rather than circular.
I looked into fixing the tire and the advice from everyone was, “Replace it, it’s cheap insurance.” I’m not the superstitious type, so I decided to fix the tire, as my research led me to believe this insurance may not be money well spent.
I mainly use my bike on the track (rare street riding) and the tire finally wore out with 1500-2000 miles on it and seven track days.
The cost of a new tire spread over seven track days is negligible, especially when compared with the other costs associated with a track day. X-rings can typically be retrofitted into existing O-ring grooves with the size often based around the original O-ring size. Appart from anything else you have a nice new, well oiled chain, with no grit or rust or old oil gumming it up.


There are a number of advantages to using an X-ring: A standard O-ring, when squeezed between the inner and outer plates, deforms and has a large surface area. My justification for this was the fact that if I was able to run over a nail in the first place, then who’s to say it won’t happen again. Given similar type of damage, I’d have no qualms about patching my tire again and bringing the bike to the track—though once again, I’d inspect the tire and monitor pressures for a short period of time. Add in the increased risk of a crash (however minimal you may think that is), and riding on a repaired tire for that long is simply not worth it. The square envelope of the X-ring stops the seal from twisting and rolling, preventing spiral failure often seen when O-rings are used in reciprocating applications. If you get 2500 trail miles or so many races out of the chain without excessive stretching, sideplay or sprocket pull, that is probably a great chain for your type of use on that bike. There are probably several other chains that would serve my bike with the same kind of use and maintenance. But when an X-ring is placed between the inner and outer plates, it twists as opposed to being squashed, and two smaller sealing surfaces are created with less friction and wear. X-rings can be manufactured to standard O-ring sizes, as well as custom sizes for specific applications. An X-ring also distorts less than a standard O-ring, and the gap between the sealing surfaces does a better job of retaining grease. X-rings can also offer a reduction in friction as trapped media between the lobes can provide lubrication to the sliding sealing face.
For low pressure applications, the combination of a low modulus material and small cross section can help to reduce friction. In high pressure applications, the friction can be reduced by selecting a higher modulus material with a reduced coefficient of friction. Both require regular cleaning and lubrication; even though the seals keep the inner components of the chain lubricated and safe from dirt, the external rollers and plates need lubrication, as do the rings themselves. They offer the same sealing characteristics as an O-ring and can be used in both low and high pressure application across a broad range of temperatures.



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