tambien xd, yo llevo muchos dias dandole a la cabeza, que si flaca, o 29er, y 29er doble o rigida, y despues pienso, sino tengo pasta! xd, y vuelta a empezar el bucle :cunaoo
Nah, y lo que mola tener 2 bikes con mismo cuadro pero con distintos montajes? uno para brutear, el otro para rutear jaja
la bruta Ver el archivo adjunto 1953050 y la ligera [video=youtube;as6nNn7C0BI]http://www.youtube.com/watch?v=as6nNn7C0BI&feature=player_embedded[/video] ****** de buscador del foro, ya no saca los resultados con lo que has escrito en los posts :???:
espero tu test!! es la candidata nº 1 a jubilar a mi nomad 1 para este otoño asi que en cuanto la cates ya sabes, por cierto tienes idea del montaje?
Que ventajas crees que aporta el Horst Link? Si el pivote se situa en el mismo punto que el Centro de Curvatura de la trayectoria del Horst link que casi no se mueve... El funcionamiento debería ser mas o menos el mismo. Salut!
Ayer, paseando por Porto me encontré un diseño de Peter Denk, creo que debe ser de hace unos años pues el sillín no parece muy moderno. Pero ya se aprecia por dónde iban a ir los tiros, con su tubo de sillín más lanzado que la dirección, recorridos generosos (doble pletina!), amortiguador raruno (en esta bici funciona a carburación) y con plataformas de serie, fundamentales para todo destalentao que se precie. Este tío es un máquina!
Bueno, no sabía yo que se hablaba de estas cosas por aquí! A mi algo me contó un tendero de aquí de que iban a cambiar alguna gama y que salía y entraban algunos modelos De las 3 fotos que hemos visto.... Pues saco la conclusión de que hay un sistema muy de moda en este momento, sea con HL o sin él con lo que pueda conllevar, que la de 180 parece que tiene 67 de ángulo así que no es más que otra enduro LT de las de ahora de 180 y que lo de los amortos no termino de entenderlo Mira que me gustan las cosas rarunas, y si lo hace fox con pegatinas de fox seguro que en uno o dos años sale alguna marca más con los amortos así, pero... y si se quiere meter un muellaco en la de 180? La foto de la de 180 se me antoja algo sosa. Igual luego las fotos de salón son espectaculares pero sonalgo sosiñas en las fotos que puso SAS. Volviendo a los amortos, creo que nadie duda de que puedan ir bien o peten, pero ahora mismo, o le pones el suyo o uno de una scott no? así que tienes 2 opciones, que para ese tipo de pieza se em antoja escaso. Yo lo cierto es que esperaba que desdoblaran la moto en moto 160 y moto 180 como hicieron con la rize o que saliera una moto de 170-180 y las rize fueran 150 130. Otra pena es que no salga una lefty de 150 con la pletina superior móvil y no integrada, pero eso es otro tema. Me deja así así esta noticia, a ver como evoluciona pero.....
Aun no sabemos lo que es el enduro y ahora cannondale crea una nueva categoría con la jekyll: OVERMOUNTAIN :mrgreen:
http://www.bikerumor.com/2010/06/21...ntain-bik-creates-new-over-mountain-category/ Not seen since around 2002, the new Jekyll replaces the Moto as their long travel “all mountain” bike, though they won’t call it that. The new model uses Japanese-made military-spec ballistic fibers, constructed with a high-impact, hot melt resin that’s also used in baseball bat manufacturing…so it’s made to take repetitive high impacts and resist crack propagation. The 2011 Jekyll uses high modulus carbon sparingly because it’s brittle and more suited to road and XC bikes. BallisTec Carbon Technology Made in Japan, the ballistic carbon fiber used in the Jekyll is military spec, used in anti-ballistic equipment, and Cannondale has to sign off and account for every kilo of fiber. In fact, Cannondale’s Murray Washburn, global product marketing manager, said you could take a hammer and smack the frame hard and there would be no damage. One of their German engineers has even taken a hatchet and hit the downtime and it didn’t break the fibers. The goal with all of this was to create a carbon fiber frame that would remove the doubts and fears of those that say carbon has no place on long travel, all-mountain…er, Over-Mountain… bikes. By using BallisTec fibers, they’ve creates a carbon frame that’s lighter and stronger than aluminum and more dent resistant than steel. SmartFormed Alloy Tech For those that can’t afford the high end carbon versions, there’s the SmartFormed Alloy Jekylls. The frames have identical frame shapes to the carbon versions, which is done with a mix of butted, hydroformed and box-sectioned tubes. Rear Dropouts Both carbon and alloy versions are hollow, either via custom layups of carbon or shaped box section aluminum. Linkage The alloy linkage is only 8g heavier than carbon version. BB Shell Aluminum shell with ISCG guides on both frames. In the carbon models, the aluminum BB is co-molded into the frame. Center Stiffness Cannondale tested competing frames and found that the ones that tested stiffest in the lab didn’t necessarily feel the best on the trail; they didn’t transmit trail feel well. Peter Denk (pronounced ‘dank’, Cannondale’s direct of technology and resident carbon ninja, used this to develop the concept of Center Stiffness versus Frame Stiffness. One of the central facets of Center Stiffness are the bearing and pivot desings. First, they used a double bearing rear pivot, just above the dropouts. Single bearing pivots have lateral movement between the balls and the sides of the bearings, which allow for flex before the balls hit the sides and “firm up.” With double bearings, you get cross braced stiffness. Second, they improved stiffness by setting the shock pivot linkage bearings as wide as possible. Then, they looked at how the bearings in the linkage were contributing to frame stiffness. With typical designs, linkage bearings are sitting on an axle that runs through the frame, and the linkages simply sit on the bearings. Denk says the problem with that design is that the linkages can move independently of each other. Their solution? Clamp the linkage onto the axle. Now, both linkage pieces are tied together and move in tandem. On the 2011 Jekyll, this is done on all three, 15mm oversized axles in the pivot area…two on the linkage and one in the bottom swingarm pivot. Denk says this translates on the trail into a bike that requires less steering input and finessing…it’ll track better and be more predictable. Frame Deflection With super stiff links creating a stiff central section and predictable movement, Denk was able to fine tune the frame’s flex and deflection. An absolutely stiff frame wouldn’t feel lively or mitigate chatter. Result: ECS-TC (Enhanced Center Stiffness - Torsion Control) Pull Shock The use of a pull shock eliminates stresses on the frame that are created by push shocks, makes room for a full size water bottle mount and allows for a straight seat tube, which means the geometry won’t change as your raise or lower your seatpost. The shock is mounted near the BB, which actually equalizes forces when hitting a bump. WIth a normal push shock, not only is your weight pushing down on the bottom bracket, but the shock is, too. With the pull shock, the shock forces are pulling up on the BB, offsetting some of the forces put on it by your body weight. Also, because there’s not as much force being put on the BB area, they don’t have to overbuild the rest of the downtime just to counter shock forces. Lastly, it sits really low for a lower center of gravity, makes the bike more maneuverable. Dual Shock DYAD RT2 - “World’s first true 2-shocks-in-1 SuperShock. It’s a collaboration between Fox and Cannondale. It’s two completely distinct shocks in one body. There are two air settings, two compression settings and two rebound settings. When Cannondale initially approached Fox, they said “no way.” But C’dale’s persistence paid off. Fox agreed on the condition that they could design the damping. Matches the rebound damping and compression damping to the different air springs, using separate circuits for both sides of the shock. The main chamber, when pushed/compressed, pushes oil into either the “Elevate” or “Flow” chamber. Elevate: - optimized for climbing and rolling terrain - 90mm travel - small volume air spring - steep siring rate - xc damping circuit - sag cut by 40% (22% sag recommended) - high BB, steep seat angle - more efficient pedaling, better traction and handling for XC / climbing Flow: - 150 mm travel - optimized for aggressive descending - softer spring rtate’- DH damping circuit - large volume air spring - full sag (36% sag recommended) - low BB / Slack, stable geometry - plus, long travel - coil like response - optimized body position and handling for descents When switching from Elevate to Flow mode, BB height should drop about a centimeter and seat and head angle will change by about one degree. By using two separate air shocks and circuits, you create a bike that has a Jekyll and Hyde personality…two totally different personalities to suit the type of riding you’re doing. It eliminates the need to over inflate your shock to accommodate handling then having to release air before the descent, which becomes a real pain if your trails consist of repetitive up and down sections. Essentially, it makes you faster in both climbing and descending, and it makes it more fun to do both. The shock’s design has a large amount of surface area to help dissipate heat, which is aided by the fact that the oil chambers are in direct contact with the outside shell of the shock rather than running through the interior shaft like most XC-oriented shocks. This reduces (likely eliminates) any change in performance during long downhill runs. Positive air chambers are filled simultaneously via Schrader valve, but they close off from each other when the pump is removed. SVT (Stationary Valve Technology) - runs oil directly through separate compression and rebound directly through shims between the negative and positive air springs. In Elevate mode, you’re using the larger chamber, providing 90mm of travel. In Flow mode, oil is rerouted into the smaller chamber first through DH-tuned damping circuits, and oil pressure is equalized between the two chambers. The small air chamber in the shorter chamber is good for 60mm of travel. Add them together and you get the 150mm travel for bombing down the trails. In order to achieve this design, a couple of small compromises had to be built in. First, the lever on the bar to switch is slightly hard to push, and that’s because they had to use firm springs to control the column inside the shock that switches oil flow from the Elevate chamber to the Flow chamber. The second is that, while rebound damping is set separately for both chambers, letting you fine tune the shock’s performance in either mode, you need to be sure that both are at least partially open. Lastly, in order to get the spring rates Cannondale and Fox wanted for the bike, the shock runs higher pressure than normal and each bike gets a special shock pump. Positive air chamber pressures will be between 300 and 400 psi. Progressive Linkage The DYAD shock, like most air shocks, gets progressively firmer as it compresses. Cannondale designed a little more progression into the linkage design. It’s designed to move the shock’s shaft slower initially and speeds it up the further it moves into its travel. The result is more progressive damping and compression, keeping it from bottoming out or blowing through its full travel on major drops of huge square edged hits. The 2011 Jekyll’s design follows in Cannondale’s tradition of System Integration by creating a frame and shock together. One of the interesting aspects of the design is their control of the rebound damping in Flow mode. When the bike drops into something big and compresses deep into its travel, the initial rebound is a bit slower to control the speed at which the bike rises back up. This prevents having the rear end bounce back too hard and buck you forward. Some riders have slowed down their rebound before big descents to accomplish this, but that results in slower rebound even over the small stuff, which can keep the shock stuck halfway in its travel over rough stuff. The dual flow rebound damping circuit and linkage ratio design solves this by keeping rebound quick over the small stuff and controlled in the big hits and drops. In Elevate mode, they’ve eschewed a lockout in favor of a controlled but active suspension that keeps it moving quickly in the very first part of its travel. This improves traction and (Cannondale claims) conserves effort, but there’s still a bit of pedal platform built in, which can be fine tuned by adding or subtracting air pressure from the negative chamber. Top Tube Massively oversized at the front, splits to a “double clamp” at the seatpost to keep it stiff. Sandwich Style Derailleur Hanger stiffer for better shifting performance. X12 142mm rear axle, but an adapter kit will be offered to run normal 135mm wheels if you’ve already got a nice set of hoops. ISCG 03 Lighter than 05, but still lets you run a chainguide. Fork: Top four models will use a Fox TALAS fork to allow for matching travel adjust. Europe will get Terralogic forks, US gets the RLC. (Why? Because Euros are more into the endure style riding that has more XC-type riding, whereas the intended user in the US is likely to be more gravity oriented. They’ve gotten a lot of requests from riders wanting this bike for events like the Megavalanche and similar). Fox 15mm QR front with straight 1.5″ headtube and steerer on all. Paint: One colorway only in carbon, alloy models get two each, one wild, one mild. Models: CARBON: Jekyll 0 - Ultimate: 25.4lbs (Ultimate), SRAM XX/X0 10spd, Hollowgram SL BB30, Crank Bros Cobalt custom wheelset, Reverb, Tubeless Nobby Nic Jekyl 1 - 26.7lbs : SunRingle black flag pros, FSA afterburner cranks, XT/XTR 3×10, REverb Jekyll 2 - 27lbs: SRAM X9/X7 3×10, TALAS RL w/ custom threshold lockout for more supple, FSA afterburner ALLOY Jekyll 3 - 29.4lbs: (alloy), FSA cranks, XT 3×10, TALAS RL Jekyll 4 - 30.5lbs: x7/x9 9speed, Fox 32 Float RL (no T/A), Truvativ Fire-X 3.3 crankset Jekyll 5 - 30.9lbs: x7/x9 9speed, Fox 32 Float RL (no T/A), Truvativ Fire-X 3.3 crankset Frameset available in both
