If you’re experiencing strange noises or vibrations while driving, there’s a good chance that you have a bad wheel bearing or CV joint. Identifying the cause can seem difficult, but there are a few ways to pinpoint the faulty part.

CV joints are located at either end of the driveshaft and are usually covered by a rubber or plastic “boot” that protects them from dirt and debris.

One of the most common symptoms is noise coming from the wheels or suspension area. This noise is usually described as a grinding, growling, or rumbling sound and is most noticeable when driving at lower speeds.

Vance and Hines FP3 orFP4

As the name implies, wheel bearings provide smooth, friction-free rotation to your wheels while you’re driving down the road. Without them, your wheels would literally grind to a halt.

(Pinarello's North American distributor, Gita Sporting Goods, advises: "the F4:13 is sold as a frame and fork, allowing the buyer to spec the bike to his/her personal preference".)

Objectively speaking, the F4:13 provides pure-bred performance, competitively light weight, and contemporary Italian styling, making it a worthy contender in the battle of the high end racing bikes.

Our F4:13 came equipped with a mix of components. Campagnolo's Chorus group provided the braking and shifting, while the brake calipers were Centaur, not that I noticed any difference there. In fact, the braking was quite powerful yet generally smooth and easy to vary between full-on stops and minor changes in speed on a descent. However, at slow speeds, such as in traffic, the brakes tended to grab somewhat and felt a bit jerky. When rolling under faster, more ideal circumstances, the ability to feather the brakes and moderate speed - or stop on a dime - was more impressive.

On test: Pinarello F4:13, October 28, 2005 One piece wonder Pinarello's F4:13 is the company's first foray into carbon fiber monocoque construction and feels like it turns every iota of effort into forward motion, says Chris Henry. Pinarello F4:13 Pinarello has been slow to jump aboard the all-carbon juggernaut, preferring to concentrate on its highly-regarded magnesium-frame technology as showcased in the Dogma series of bikes. But the attraction and momentum of carbon is unavoidable, and while the all-carbon F4:13 hasn't displaced the Dogma at the top of Pinarello's line-up, it is clearly a serious and purposeful attempt to use the material's properties to best advantage, starting with one-piece main frame construction to exploit carbon's stiffness and low weight. A stiff, performance-oriented racer at heart, the F4:13 slots in the mid to upper range of the Pinarello line and proves itself worthy of the position. The shift in design from Pinarello's recent offerings is evident immediately. Big tubes and interesting lines set the F4:13 apart from the traditional stock, not to mention the increased surface area on the downtube for bold Pinarello branding. The frame is currently available in six sizes, with top tube lengths ranging from 51.2cm to 59cm. First impressions Selle Italia SLR XP seat Pinarello stem Deda bar and stem Campagnolo Centaur brakes Campagnolo Chorus rear derailleur Campagnolo Eurus wheels 50-34 compact cranks Pinarello Onda fork The down tube is huge Shaped "tubes" Campagnolo Chorus brake levers Selle Italia SLR XP saddle I initially expected the F4:13 to give me some fit problems. It looks short, and the relatively short 110mm stem and the stubby Campy brake levers created an illusion that I was bunched up on the bike. But when I adjusted the saddle to my usual setback and height, I fit rather well on the bike, solving that end of the equation fairly easily. Early rides with the F4:13 made me realise too that the handling, while superb, is somehow different than that to which I am accustomed. The 43mm offset of the Pinarello's Onda fork, combined with a 73 degree head angle (for a 55cm frame), makes for very agile steering. Yet the bike doesn't feel too nervous at all. It's as if it reacts with zero hesitation to your slightest nudge, yet doesn't get carried away and steer you off your course or prompt an anxious urge to correct any wobbles. I found the handling differences revealed themselves most when riding on the drops, out of the saddle (sprinting or just getting that bit of extra power along the way). Part of this was also due to the shape of the Deda Newton bars, with a very steep angle in the 'ergo' bend of the drops. How much of a difference in comfort or handling the Onda rear stays make, I'm not sure, but they look distinctively Pinarello, so that counts for something. Components Our F4:13 came equipped with a mix of components. Campagnolo's Chorus group provided the braking and shifting, while the brake calipers were Centaur, not that I noticed any difference there. In fact, the braking was quite powerful yet generally smooth and easy to vary between full-on stops and minor changes in speed on a descent. However, at slow speeds, such as in traffic, the brakes tended to grab somewhat and felt a bit jerky. When rolling under faster, more ideal circumstances, the ability to feather the brakes and moderate speed - or stop on a dime - was more impressive. Pinarello slapped its name on a Deda stem, paired with Deda's Newton handlebars, and provided a carbon fiber seat post. I stuck with the Selle Italia SLR XP saddle for this test. I'd tested this saddle in the past and knew it to be comfortable for me considering its light weight, although as a fairly short saddle it doesn't offer much room to shift around in different riding situations. The drivetrain for the F4:13 includes FSA's carbon compact crank (50x34) and a 12-23 cassette in the rear. Campagnolo Eurus clincher wheels keep the bike rolling, paired with Gommitalia Calypso tires. On the road The enormous downtube and one-piece design of the F4:13 mean one thing: this bike is stiff! The F4:13 is the type of bike that lets you feel that every ounce of force you put on the pedal is going into making you move. In the saddle, but particularly out, acceleration comes instantly on the bike. Nowhere did I feel this most than on the up and down of short rolling hills, when that extra kick out of the saddle to keep the momentum on the upswing becomes the most fun part of the ride. The flipside to this, of course, is that the bike does not feel very forgiving. My experience is that, in general, a stiff carbon bike will still be more comfortable than a stiff aluminium bike. Carbon frames and forks generally damp a bit more vibration, while remaining fairly stiff and light. However, of all the test bikes I've had the pleasure to ride in the past few years, this was the most demanding physically. I didn't feel as though I'd been put through the ringer or left jarred by the experience after a ride, but my hands and arms did let me know that they were doing a bit more than usual to soak up the bumps. For some riders, the extreme stiffness of a bike like the F4:13 outweighs the disadvantage of its slight harshness. Others like a softer ride. Clearly there's a point of preference, but it's worth noting that even a beautifully made carbon bike can rattle the bones a little. Of course this concept is the equivalent of sports suspensions on cars, and this bike leaves nothing on the road, as they say. If you want to ride quickly, and you've got the strength to do it, the F4:13 won't do a thing to get in your way. For me, the component choices may have played into my perceptions of this bike too. I have a personal preference for Shimano shift levers over Campagnolo, as the softer and more ergonomic shape of Dura-Ace levers is, to my hands, much more comfortable than the Campy equivalent. Campagnolo's levers features a very notable outside edge under the rubber cover that seems to dig into my palm when riding on the hoods, which just happened to be the position I found most natural on this bike. Furthermore, the Deda Newton stem and handlebar were not quite my cup of tea. I prefer a more shallow drop in the handlebar, and the relatively deep drop of the Newton, combined with the test bike's lower stem height, meant that I spent most of my time on the hoods rather than in a somewhat forced tuck. The bars also felt quite thin in diameter, giving my hands less to wrap themselves around when riding on the tops of the bars. This is another example of personal preference as opposed to a commentary on the quality of Deda's equipment, which has been the choice of numerous professional teams over the years. I also didn't get on with the 50x34 compact cranks. The trend may be on the rise, as more bikes are sold with compact cranks and more manufacturers take their own crack at the modified design, but personally I'm happy with more conventional front chainrings. I found myself double shifting too much on the rolling terrain, spending more time thinking about how to find the right gear than how to get up the hill at an acceptable pace. The frame didn't slow me down but I'd say the shifting did. Of course there's an adjustment to this set-up as there is for many things, but in the end I never quite got there. Despite this critique, I did manage to set a personal best on a local 1 mile climb on the F4:13. Maybe because it's a 'find the right gear and go' kind of climb. For that I'll choose to thank the frame and leave the gearing aside. Overall impressions All in all, I found the F4:13 to be a superb bike when it comes to pure speed and performance. Typical rides in the 2.5 to 3 hour range featured plenty of modest hills, some fast rolling flats, and enough pothole dodging to give credit to the nice front end handling, once I became accustomed to the Pinarello feel. A few too many quirks in components, coupled with the super stiff ride of the F4:13, prompt me to give it a four-jersey rating as opposed to anything higher. I loved the frame, but given a choice would have built it up with a different set of components (as any owner can do). There's no doubt this is a solid performer and for a pure racing machine it's a good choice. However, if your riding includes some racing or fast recreational training, but also plenty of long hours in the saddle on less intense rides, this may not be the perfect frame for you. Objectively speaking, the F4:13 provides pure-bred performance, competitively light weight, and contemporary Italian styling, making it a worthy contender in the battle of the high end racing bikes. (Pinarello's North American distributor, Gita Sporting Goods, advises: "the F4:13 is sold as a frame and fork, allowing the buyer to spec the bike to his/her personal preference".) Pros: Incredibly responsive, efficient frame. Fast! Cons: Compact crank and other components not to my liking. Cyclingnews Rating: Full specification: Pinarello F4:13 Frame: Monocoque carbon fiber Fork: Pinarello Ondo carbon Colour: Red/black/white Sizes: 51.2, 53.7, 55, 56, 57.5, 59 Crankset: FSA Compact 50x34 Bottom bracket: M.O.st Front derailleur: Campagnolo Chorus CT Rear derailleur: Campagnolo Chorus Brake/Shift Levers: Campagnolo Chorus 10 Speed Brakes: Campagnolo Centaur Cassette: Campagnolo 12-23 ten-speed MSRP: US$2700 for frame, fork, seatpost and integrated headset Wheels: Campagnolo Eurus clincher Tires: Gommitalia Calypso 700x23 Handlebars: Deda Newton Stem: Deda Newton Headset: FSA 1 1/8" integrated Seatpost: Pinarello carbon Saddle: Selle Italia SLR XP More information: Pinarello (www.pinarello.com), Gita Sporting Goods (www.gitabike.com)

For some riders, the extreme stiffness of a bike like the F4:13 outweighs the disadvantage of its slight harshness. Others like a softer ride. Clearly there's a point of preference, but it's worth noting that even a beautifully made carbon bike can rattle the bones a little. Of course this concept is the equivalent of sports suspensions on cars, and this bike leaves nothing on the road, as they say. If you want to ride quickly, and you've got the strength to do it, the F4:13 won't do a thing to get in your way.

Vance and Hines short shots Street Bob

The enormous downtube and one-piece design of the F4:13 mean one thing: this bike is stiff! The F4:13 is the type of bike that lets you feel that every ounce of force you put on the pedal is going into making you move. In the saddle, but particularly out, acceleration comes instantly on the bike. Nowhere did I feel this most than on the up and down of short rolling hills, when that extra kick out of the saddle to keep the momentum on the upswing becomes the most fun part of the ride.

Crankset: FSA Compact 50x34 Bottom bracket: M.O.st Front derailleur: Campagnolo Chorus CT Rear derailleur: Campagnolo Chorus Brake/Shift Levers: Campagnolo Chorus 10 Speed Brakes: Campagnolo Centaur Cassette: Campagnolo 12-23 ten-speed

Vance and Hines short shot installation instructions

Between these two races are a number of small metal balls (called “balls”) that rotate along with the shaft. As the shaft turns, the balls slide back and forth inside the races, allowing the inner and outer races to move relative to each other.

A few too many quirks in components, coupled with the super stiff ride of the F4:13, prompt me to give it a four-jersey rating as opposed to anything higher. I loved the frame, but given a choice would have built it up with a different set of components (as any owner can do). There's no doubt this is a solid performer and for a pure racing machine it's a good choice. However, if your riding includes some racing or fast recreational training, but also plenty of long hours in the saddle on less intense rides, this may not be the perfect frame for you.

FP4updates

Pinarello slapped its name on a Deda stem, paired with Deda's Newton handlebars, and provided a carbon fiber seat post. I stuck with the Selle Italia SLR XP saddle for this test. I'd tested this saddle in the past and knew it to be comfortable for me considering its light weight, although as a fairly short saddle it doesn't offer much room to shift around in different riding situations.

The drivetrain for the F4:13 includes FSA's carbon compact crank (50x34) and a 12-23 cassette in the rear. Campagnolo Eurus clincher wheels keep the bike rolling, paired with Gommitalia Calypso tires.

Over time, however, wheel bearings can wear out, causing noise and vibration that can be quite noticeable while driving. In some cases, a failed wheel bearing can even cause the wheel to come loose from the vehicle while you’re driving!

I initially expected the F4:13 to give me some fit problems. It looks short, and the relatively short 110mm stem and the stubby Campy brake levers created an illusion that I was bunched up on the bike. But when I adjusted the saddle to my usual setback and height, I fit rather well on the bike, solving that end of the equation fairly easily.

Another symptom to watch out for is a vibration coming from the affected wheel. This is usually most noticeable at higher speeds (above 40 MPH) and can be dangerous if not addressed quickly.

Fp4 13tuner

Despite this critique, I did manage to set a personal best on a local 1 mile climb on the F4:13. Maybe because it's a 'find the right gear and go' kind of climb. For that I'll choose to thank the frame and leave the gearing aside.

All in all, I found the F4:13 to be a superb bike when it comes to pure speed and performance. Typical rides in the 2.5 to 3 hour range featured plenty of modest hills, some fast rolling flats, and enough pothole dodging to give credit to the nice front end handling, once I became accustomed to the Pinarello feel.

Pros: Incredibly responsive, efficient frame. Fast! Cons: Compact crank and other components not to my liking. Cyclingnews Rating:

FP4Stage 2

Another symptom to watch out for is increased vibration coming from the affected wheel. This can be felt through the floorboard or steering wheel and is usually worst between 15-25 MPH.

Wheel bearings are typically made up of an inner and outer ring, with the cage and balls in between. The inner ring is attached to the hub, while the outer ring is what the wheel bolts onto.

For me, the component choices may have played into my perceptions of this bike too. I have a personal preference for Shimano shift levers over Campagnolo, as the softer and more ergonomic shape of Dura-Ace levers is, to my hands, much more comfortable than the Campy equivalent. Campagnolo's levers features a very notable outside edge under the rubber cover that seems to dig into my palm when riding on the hoods, which just happened to be the position I found most natural on this bike.

Pinarello's F4:13 is the company's first foray into carbon fiber monocoque construction and feels like it turns every iota of effort into forward motion, says Chris Henry.

Furthermore, the Deda Newton stem and handlebar were not quite my cup of tea. I prefer a more shallow drop in the handlebar, and the relatively deep drop of the Newton, combined with the test bike's lower stem height, meant that I spent most of my time on the hoods rather than in a somewhat forced tuck. The bars also felt quite thin in diameter, giving my hands less to wrap themselves around when riding on the tops of the bars. This is another example of personal preference as opposed to a commentary on the quality of Deda's equipment, which has been the choice of numerous professional teams over the years.

Is theFP4EPA compliant

To tell the difference between a bad wheel bearing and a bad CV joint, listen to the noise. If you hear a grinding, growling, or rumbling noise coming from the affected wheel, it’s a bad wheel bearing. If you hear a clicking noise coming from the affected wheel when turning, it’s a bad CV joint.

A wheel bearing is a set of steel balls held together by a metal ring called a “cage.” The cage keeps the balls spaced evenly around the circumference of the bearing and prevents them from coming into contact with each other during operation.

Early rides with the F4:13 made me realise too that the handling, while superb, is somehow different than that to which I am accustomed. The 43mm offset of the Pinarello's Onda fork, combined with a 73 degree head angle (for a 55cm frame), makes for very agile steering. Yet the bike doesn't feel too nervous at all. It's as if it reacts with zero hesitation to your slightest nudge, yet doesn't get carried away and steer you off your course or prompt an anxious urge to correct any wobbles.

One of the most common symptoms is a clicking noise coming from the affected wheel when turning. This noise is caused by the balls inside the CV joint hitting against each other as they slide back and forth.

How to use Vance and HinesFP4

The flipside to this, of course, is that the bike does not feel very forgiving. My experience is that, in general, a stiff carbon bike will still be more comfortable than a stiff aluminium bike. Carbon frames and forks generally damp a bit more vibration, while remaining fairly stiff and light. However, of all the test bikes I've had the pleasure to ride in the past few years, this was the most demanding physically. I didn't feel as though I'd been put through the ringer or left jarred by the experience after a ride, but my hands and arms did let me know that they were doing a bit more than usual to soak up the bumps.

I found the handling differences revealed themselves most when riding on the drops, out of the saddle (sprinting or just getting that bit of extra power along the way). Part of this was also due to the shape of the Deda Newton bars, with a very steep angle in the 'ergo' bend of the drops. How much of a difference in comfort or handling the Onda rear stays make, I'm not sure, but they look distinctively Pinarello, so that counts for something.

A stiff, performance-oriented racer at heart, the F4:13 slots in the mid to upper range of the Pinarello line and proves itself worthy of the position. The shift in design from Pinarello's recent offerings is evident immediately. Big tubes and interesting lines set the F4:13 apart from the traditional stock, not to mention the increased surface area on the downtube for bold Pinarello branding. The frame is currently available in six sizes, with top tube lengths ranging from 51.2cm to 59cm.

I also didn't get on with the 50x34 compact cranks. The trend may be on the rise, as more bikes are sold with compact cranks and more manufacturers take their own crack at the modified design, but personally I'm happy with more conventional front chainrings. I found myself double shifting too much on the rolling terrain, spending more time thinking about how to find the right gear than how to get up the hill at an acceptable pace. The frame didn't slow me down but I'd say the shifting did. Of course there's an adjustment to this set-up as there is for many things, but in the end I never quite got there.

A CV joint is a type of joint that allows the shaft to transmit power while it’s at an angle. It’s most commonly used in drivetrains, where it connects the rotating driveshaft to the non-rotating wheel axles.

The CV joint consists of two main parts: the “inner race” and the “outer race.” The inner race is attached to the shaft, while the outer race is attached to the wheel axle.

Pinarello has been slow to jump aboard the all-carbon juggernaut, preferring to concentrate on its highly-regarded magnesium-frame technology as showcased in the Dogma series of bikes. But the attraction and momentum of carbon is unavoidable, and while the all-carbon F4:13 hasn't displaced the Dogma at the top of Pinarello's line-up, it is clearly a serious and purposeful attempt to use the material's properties to best advantage, starting with one-piece main frame construction to exploit carbon's stiffness and low weight.

In some cases, a bad wheel bearing can also cause the affected wheel to wobble or shake. This is usually most noticeable at higher speeds (above 40 MPH) and can be dangerous if not addressed quickly.

This movement allows the shaft to transmit power to the wheels while the suspension is moving up and down, always keeping the wheels in contact with the ground.

Most vehicles have four-wheel bearings – one at each corner of the vehicle – that support the weight of the vehicle and allow the wheels to rotate freely.