Latest mountain bike news

The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Mountain Bikes and Gear
Internal Drivetrains for Mountainbikes?
Dec 8, 2007
  1
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
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A blue and black mountain bike with a modern design, featuring front suspension, disc brakes, and a gear system. The bike is positioned against a white background, highlighting its sleek frame and components.
Mountain Bikes and Gear
3 of the best mountain bikes?
Dec 7, 2007
A white and black dirt bike is parked on a rocky terrain, showcasing its rugged tires and lightweight design. The bike is positioned on a black stand, with a backdrop of red rock formations and dry grass, emphasizing its off-road capabilities.
Mountain Bikes and Gear
Mountain bike + Motorcycle = Rad
Dec 6, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Mountain Bikes and Gear
Carbon-Fiber for Mountainbike Making
Dec 4, 2007
  1
Magellan Triton GPS device featuring a color touchscreen display with navigation options including Waypoint, Place, Trail, Geocache, Route, and Trips. The device has an orange and black ergonomic design, with a circular navigation button and control keys.
Mountain Bikes and Gear
The Magellan Triton 2000 GPS
Nov 29, 2007
Map of Colorado Springs, Colorado, displayed in Google Maps interface, showing terrain features and nearby search options.
Culture
Google Maps adds terrain
Nov 28, 2007
Mountain Bikes and Gear
What's on your holiday wish list? Fox forks and bikes that start with 'S'
Nov 27, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Culture
Bike company case study: Raleigh
Nov 26, 2007
Two men in outdoor apparel handling a deer carcass on a forest path, with bicycles nearby. One man is wearing an orange safety vest and helping to lift the deer onto the bike, while another man in camouflage observes. Pine trees surround the area, indicating a hunting or outdoor setting.
Culture
Deer hunting meets mountain biking
Nov 23, 2007
  3
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Mountain Bike Trails
Wal-Mart bike trail extension proposed
Nov 21, 2007
Alt tag: "A QUARQ cycling computer displaying various metrics, including wattage, cadence, speed, heart rate, lap time, and distance."
Mountain Bikes and Gear
Powerful bike computer + GPS from Quarq
Nov 19, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Culture
The Un-29'er Movement
Nov 17, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Community
World's most grueling mountain bike race: La Ruta
Nov 16, 2007
  1
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Culture
A Link to Mountainbiking's Past
Nov 16, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Culture
Illegal mountain biker winds up in federal court
Nov 15, 2007
A person crouches near a stream, beside a wooden display featuring a sign that reads "DIDY-GO" and bottles of a product. The surrounding area is lush with greenery.
Culture
Mountain bikes as bio-vectors
Nov 13, 2007
A winding dirt path through a tranquil forest, surrounded by tall trees with a mix of green and autumn-colored leaves. The ground is covered with fallen leaves, and the path leads into the distance, inviting exploration of the serene, natural landscape.
Mountain Bike Trails
Ride Report: Raccoon Mountain, Tennessee
Nov 12, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Community
Ladies on Velocipedes
Nov 9, 2007
A person wearing an orange shirt and helmet is riding a mountain bike, positioned in a natural outdoor setting with a clear sky in the background. The rider appears focused and poised, with a backpack on, showcasing a dynamic cycling posture.
Mountain Bikes and Gear
Introducing our Senior Bike Editor
Nov 8, 2007
  3
A winding dirt path cuts through a grassy landscape, surrounded by low hills and scattered rocks under a partly cloudy sky.
Mountain Bike Trails
Connecting Hall Ranch and Heil Valley Ranch
Nov 8, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Culture
Mountainbiking technology comes full circle.
Nov 8, 2007
  2
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Community
National Mountain Bike Series Ignores East Coast
Nov 7, 2007
A mountain biker riding down stone steps near a historic archway, surrounded by large rocks and ancient stone walls. The scene is set against a clear sky, highlighting the cyclist's action.
Mountain Bike Trails
Epic Ride Report: Grande Route of Historical Villages, Portugal
Nov 6, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Mountain Bike Trails
A frozen Moab?
Nov 5, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Community
Trail Weekend @ Hueston Woods: Nov 9-11
Nov 2, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Mountain Bike Trails
Best trail in the world
Nov 1, 2007
Close-up image of a black insect, commonly referred to as a stinkbug or clown beetle, positioned on a surface of small gravel or dirt. The insect is shown from a top-down angle, highlighting its distinct body shape and long antennae.
Culture
Mountain bikers: Yield to wildlife?
Oct 26, 2007
  2
Culture
Ultimate Frisbee on Mountain Bikes
Oct 25, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Culture
Recumbents: Expired
Oct 24, 2007
  3
Culture
Riding the Spine: Halfway to the tip of South America
Oct 23, 2007
  1
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Mountain Bikes and Gear
GPS Freeze: Problem solved?
Oct 22, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Mountain Bike Trails
New mountain bike trails in Cleveland
Oct 19, 2007
A Garmin Edge 605 GPS device displaying a map with speed and heading information, featuring a gray casing and a black screen with navigation details.
Mountain Bikes and Gear
Garmin Edge 605 and 705 release pushed back to 2008
Oct 18, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Community
Bid on a ride with Gary Fisher at Mount Tam
Oct 17, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Culture
Colorado sting nets high end mountain bikes
Oct 15, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Mountain Bike Trails
Big South Fork mountain bike trail a success
Oct 12, 2007
Mountain Bikes and Gear
All wheel drive mountain bikes
Oct 11, 2007
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Culture
Missing Marin mountain biker
Oct 10, 2007
Mountain Bikes and Gear
Loading GPS routes in Garmin Training Center for Mac
Oct 9, 2007
  1
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Community
Take a kid mountain biking day: Tomorrow!
Oct 5, 2007
Culture
Week of contests: Final day
Oct 5, 2007
A DVD cover for the film "2 Solo," featuring a close-up of a cyclist wearing a helmet and sunglasses, along with two mountain bikers riding on a dirt path. The title "2 Solo" is prominently displayed in blue, and the cover also includes branding from sponsors like Nike and Trek, as well as a note that it is from the producers of "Off Road to Athens."
Culture
Week of contests: Day 4
Oct 4, 2007
Mountain Bikes and Gear
Load GPS routes on your Garmin Edge Cycling GPS
Oct 3, 2007
  6
A DVD case for a cycling workout titled "Cycling Pedaling Strength," featuring an image of a cyclist in action on the cover. Next to it, a black DVD disc is placed in a clear case. The disc is labeled "Singletrack MENDS."
Community
Week of contests: Day 2
Oct 2, 2007
A shiny bicycle cassette resting inside an open cardboard box, showcasing its intricate gear teeth and central sprocket. The box has a light brown color and is partially closed, with the cassette visible from above. The background is a dark surface, emphasizing the metallic shine of the cassette.
Community
Week of contests
Oct 1, 2007
Redline D660
Culture
The bikes of Interbike (Updated)
Sep 27, 2007
  3
The internal-geared hub has been around for decades, commonly found on city-cruisers &amp; touring bikes.  They're nearly impervious to dirt &amp; water; have a robust construction, and are available with a wide variety of brake options. These include the classic coaster-brake; the roller-brake; modern disc-brakes, and the v-brake-friendly freehub.  Each manufacturer has their own take on the design, with gear ratios ranging from hill-slayer low, to speedy-city high.  So conventional wisdom would suggest that these hubs would be ideal for use on mountainbikes.....  Unfortunately, this isn't always the case....  Until recently. The biggest problem with geared hubs has always been weight &amp; complexity.  With city &amp; touring bikes this isn't a large concern, as they are meant for level, smooth terrain; and such bikes often have other weight-adding accessories (racks, lights, fenders, baskets).  A fairly narrow range of gears doesn't affect the average city-dwelling bike commuter, so these geared hubs, on average, have a lower gear range to help get a heavy bike moving. This gearing &amp; weight factor has kept these hubs from making the full leap onto mountainbikes, as not only do they have a low range, but they are commonly found with between 3 and 9 "speeds".  Couple that with often only one or two smallish chainrings (typically 36t-40t); a rider on a bike so equipped will find him/herself walking up steep hills, or spinning-out on moderate/steep declines. But a few mountainbike builders have begun utilizing internally geared drivetrains. Some of them are specially adapted commuter drivetrains, others are in-house designed &amp; made.  The <a href="http://www.gtbicycles.com/usa/eng/default.aspx?s_language=eng&amp;fuseaction=product.displaySubcategory&amp;id=22&amp;s_archived=t">GT IT-1</a>, <a href="http://www.nicolai.net/products/e-frames/e-nuc-tfr.html">Nicolai Nucleon TFR</a>, <a href="http://www.sicklines.com/interbike2006/srsuntour">SR Suntour G-Boxx</a>, <a href="http://sicklines.com/petespeed_translated.html">BeOne Petespeed</a>, and <a href="http://world.honda.com/MTB/spec/2005/index.html">Honda RN01</a> are all either production bikes, or semi-production prototypes. A few of these gearboxes (such as the Hayes &amp; SR Suntour Design) are essentially derailleurs in an aluminum case.  Others are based on the already proven commuter hubs, or planetary-gear transmissions.  Such gearboxes are currently only being fitted to downhill &amp; freeride bikes.  These bikes, with over eight or nine inches of suspension travel, are greatly aided by reduction of unsprung weight at the rear wheel.  This puts less of a demand on the overworked suspension of a gravity bike, and attaining more responsiveness from suspension designs.  As an added bonus, a mid-frame gearbox moves the bike's center of gravity inwards, as well as lowering it, depending on gearbox placement. This makes for a more stable and balanced bike.  These internal frame-mounted drivetrains still have drawbacks; limited gear ratios, weight, complexity, and frame-specific designs all reduce the likelyhood that such gearboxes will be mass-produced for non-race/prototype bikes, or gain acceptance by the bike industry as a whole.  The average (yet adventurous) rider will still be looking for a drivetrain that he/she can fit onto their regular trailbike (hardtail or full-susser).  They'll want something which offers only a small compromise in gearing and weight for a gain in durability and resistance to the elements. A German firm, Rohloff AG, began producing the Speedhub in 1999.  Its wide range of gears (14), evenly spaced &amp; huge spread of gear ratios, ability to change gears at a stand-still, durability, and low maintenance requirements has set the standard.  In the past few years, the Big Two of making bicycles go (SRAM &amp; Shimano) have been at work manufacturing geared hubs that are lightweight, durable, and efficient.  Shimano &amp; SRAM are still behind the curve compared to the Speedhub, but they are catching up. These three companies are well known to bicyclists around the world.  But there is a fourth that has been in business and making geared hubs since 1902.  <a href="http://www.sturmey-archer.com/index.php">Sturmey-Archer</a> is an English manufacturer that pioneered geared hubs and drum-brakes for both bicycles and motorcycles; and developed one of the first electricity-producing (dynamo) hubs. In 2000, Sturmey-Archer was acquired by SunRace, and together they have designed modern hub brakes, roller brakes, 8 speed geared hubs (dynamo optional), as well as 3 &amp; 5 speed hubs. As mentioned before, the Rohloff Speedhub has been the high-water mark for all internally-geared bicycle hubs.  In 2005, Fallbrook Technologies released a revolutionary hub system that could very well unseat Rohloff. The NuVinci CVT uses no gears, only a set of rotating &amp; tilting balls contained between the input &amp; output transmission components.  The magic in this design is the "traction fluid" which reacts to friction, instantly turning from a liquid to a solid. While the NuVinci is much heavier than any other geared hub on the market, if developed further, it has the potential to at least equal the Rohloff as being the most suitable for use on mountainbikes. This section contains a list of internally-geared hubs; their manufacturers; weights; and gear-ratios (if available), as well as available braking systems. Comments on mountainbike applications will also be included. <ul> <li><a href="http://www.sram-imotion.com/">SRAM i-Motion9</a>:  9-speed, gear ratio range= 340%; weight- 2400g/5.3lbs; coaster-brake, disc-brake compatible, or freewheel only. </li> <li>The i-Motion9, though the heaviest of all the hubs listed here, would be a smart choice for a rider looking to convert a hardtail MTB into a hardy trekking bike.  The gear ratio is fairly high, making hills a little difficult, but allowing for higher &amp; more effortless cruising.</li> <li><a href="http://bike.shimano.com/catalog/cycle/products/component.jsp?PRODUCT%3C%3Eprd_id=845524441784246&amp;FOLDER%3C%3Efolder_id=2534374302053586&amp;ASSORTMENT%3C%3East_id=1408474395181785&amp;CONTENT%3C%3Ecnt_id=10134198673243436&amp;bmUID=1197093584768">Shimano Alfine</a>: 8-speed; weight- 1590g/3.5lbs; disc-brakeonly.</li> <li>The Alfine could very possibly replace a low-quality derailleur, cassette, rotor, and freehub on any trailbike. Combined with a triple chainring, this hub would provide an acceptable range of gears, as well as reliable operation in nasty trail conditions.</li> <li><a href="http://www.sturmey-archer.com/hubs_8spd_XRK8.php">Sturmey-Archer XR Series</a>: 8 speed, gear ratio range= 305%; weight- 1510g/3.32lbs; different hub series available with coaster-brake, disc-brake compatible, 70mm drum brake, roller-brake, or freewheel only. </li> <li>An XRK or XRD hub is most likely the best choice for replacing a standard drivetrain on a hardtail or full-suspension mountainbike. The gear ratio is on the low side, which means easier hill attacks. The Sturmey-Archer 70mm drum-brake could be the most powerful mechanical brake in existance; certainly on par with most XC hydraulic disc-brakes.  In addition to power, these drum brakes are protected from moisture and contamination, which means reliable stopping in all conditions.</li> <li><a href="http://www.rohloff.de/en/products/speedhub/index.html">Rohloff Speedhub</a>:  14 speed, gear ratio range= 526%; weight- 1825g/4.02lbs; disc-brake compatible.</li> <li>The Rohloff Speedhub has been used on many mountainbikes, both hardtail &amp; full-suspension.  It's robustness and gear range is well-proven and liked; and if the extra weight is disregarded, the Speedhub is an easy choice for replacing a tired standard drivetrain, or building a unique trailbike.  A negative aspect of the Rohloff is the pricetag:  $1500.  Yes, this is very expensive; the engineering, versatility, and durability easily makes the entry-fee reasonable.</li> <li><a href="http://www.fallbrooktech.com/Datasheet_N171B.pdf">NuVinci CVT</a>: Infinitely variable gearing (.5 Under-drive to 1.75 Over-drive), gear ratio range= 350%; weight- 3850g/8.48lbs; rim-brake, disc-brake, or roller-brake compatible.</li> <li>The NuVinci is very....  new... And as of yet, it has only been featured on one production bike, the <a href="http://www.ellsworthride.com/">Ellsworth Ride</a>.The NuVinci is also very heavy, making it currently unsuitable for anything but cruiser bikes like the Ellsworth. Fallbrook Technologies has stated that they are working hard to reduce the size and weight of the NuVinci, and make their way into the mountainbike drivetrain market.  When this happens, the NuVinci will be a very interesting option for any mountainbike.</li> </ul> Lastly, I will mention an innovative drivetrain component that would compliment any of these geared hubs.  This is the <a href="http://example.com">Schlumpf MountainDrive</a>.  The Mountaindrive is a planetary geared crankset, which provides either a 1:1 ratio, or a low 2.5:1 ratio. This system can also be set up to run two chainrings, and will offer a much greater range of combined gear ratios than a standard 2/3 chainring crankset. As bicycle drivetrains go, the derailleur has been around basically unchanged since the late 19th century. It is a fairly simple and effective method of multiplying our limited muscle-power.  But as a species of tinkerers and inventors, the quest for something better has always existed.  In the automobile, advances in transmission technology has happened quickly, if only because the large size of these parts allows for a greater range of experimentation.  But with bicycles, we are dealing with an engine that will always give the same power output; and mechanical parts that are by necessity very small. Small parts require more precise tooling and tolerances to manufacture, and before CAD &amp; CNC operated design/milling came about, the means to provide internally-geared hubs with the same versatility &amp; quality as derailleurs was not physically or economically feasible. Our sport is benefiting greatly now from these computer-driven manufacturing &amp; design processes, and the parts we hang off of our bikes are evolving at a faster pace than has ever been seen. This is an exciting time, for both gearheads and riders; veterans and novices. While simplicity is beautiful, there will always be room for the exquisite intricacies of advanced bicycle technology.
Mountain Bikes and Gear
Allen Sports: The Navigator GPS System
Sep 27, 2007