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Team Monster Energy - Specialized's prototype 1 x 6 gearing introduced readers to their trick 9 tooth small cog that allows the team to run a smaller chain ring and guard for improved ground clearance. The only remaining question was how the 9 tooth cog was fitted to the freehub body, given that an 11 tooth cog is as small as a standard freehub body's diameter will allow. It doesn't take a rocket scientist to deduce that the freehub body must use a smaller diameter, at least on its outer section, but it was still a bit of a mystery. That is, until we were eating burritos for lunch with Specialized's Czar of FSR, Jason Chamberlain, and he pulled one of the custom made DT Swiss hubs out of his pocket.
This is DT Swiss' custom made DH hub for Team Monster Energy - Specialized that allows the use of a small 9 tooth cog. The 12 x 135mm hub uses a very DT Swiss 240-esque body that is much slimmer than found on their downhill specific 440 hubs.
Much as many of us expected, the splined section of the freehub body is about half the length as what you would find on a standard hub, followed by a short tapered section that includes the male threads for the custom cassette's lock ring. Contrary to what most of us had assumed, the cassettes used on the Team Monster Energy - Specialized bikes do not feature a one piece carrier that the smaller cogs (
the cogs that don't ride on the splined section of the freehub body) are attached to. Instead, each small cog is attached to its neighbor by sturdy splines.
1 x 6 gearing as found on a Team Monster Energy - Specialized bike. Using a smaller chainring combined with a 9 tooth cog keeps the high and low ratios similar to a standard cassette, but with more clearance, better chainline, and the possibility of less weight. Is it a win - win?
The custom DT Swiss hub shown above is one of only ten in the world at the moment, and has been made exclusively for Team Monster Energy - Specialized and for development purposes - don't expect to see any of these for sale anytime soon. It measures out at 12 x 135mm because Sam, Brendan and Troy were looking for a slimmer back end compared to the full sized 150mm standard. Interestingly, the spoke flanges are actually wider than what you would find on a common 150mm hub, due to the shorter length of the freehub. You'll find DT Swiss' proven Star Ratchet engagement system inside.
Gear development comparison*
• 30 tooth ring x 9 tooth cog = 7.183m
• 30 tooth ring x 17 tooth cog = 3.803m
• 36 tooth ring x 11 tooth cog = 7.053m
• 36 tooth ring x 21 tooth cog = 3.694m
*Gear development (also known as rollout) is the distance traveled by the bicycle per one revolution of the crank
Team riders always race with the 21 tooth cog locked out.
You're looking at a SRAM PowerDome cassette with a 9 tooth small cog. This is an early prototype that has been machined as a 9 speed unit, but will we see 6 and 7 speed versions in the near future?
So what does all this mean and why should it matter to us non-pro riders? SRAM, DT Swiss and Specialized are all working towards a new gearing arrangement that makes more sense for downhillers, something that they wouldn't be doing if they didn't see any commercial promise in the idea. How long will it be until we see a dedicated DH group? I'm going to go ahead and say that it will be sooner rather than later, and it will have more ground clearance because the smaller 9 tooth cogs allows riders to use smaller rings and chain guides, it will have a gearing range that makes more sense for the task at hand, and the system could possibly even be lighter than what is being used now. Possible drawbacks include wear issues with the smaller cog, and more drivetrain friction when in the 9 tooth cog, although the bike should already be going quite fast by the time you drop it into the hardest gear.Is this the beginnings of a new full-on DH group? Will trail riders be able to run a 9-36 tooth cassette out back? Let's hear what you think about it - put those thoughts down belowwww.dtswiss.com www.Specialized.com www.sram.com
plus wouldn't the chains have to get a little thinner?
www.pinion.eu/en/index.html
saw it on the eurobike and i loved it. Yes it`s 18 Speed
(sorry if i sound like a n00b, gotta start somewhere!)
Thanks in advance
Ultegra is just as good, but they use aluminium instead of titanium and it weights about 40 to 50 grams extra, but also much better price.
the real innovation, is the creation of a new product line called 9t hubs wich also will have to have a 9t ring of its own.
Now days we can find 6 speed hub such as Profiles 6 speed trials hub 135mm, but what we dont have here is the 9t standar for actual cassete, or simply using spacer "carbon for weigth savers " with any standar 135mm hub.
Now the real interesting 3 cuestions may be PRICE - WEIGHT - DURABILITY-INTENDET USE.
Any Ways is a great idea, love 6speed
I went from a Dura-ace 9spd, 11-22 (IIRC) to LX 9spd 11-32 thinking I'd need the range now I'm riding some flatter routes. Not at all. The old dura ace would be fine, and of course benefits from a very short cage mech.
Won't bother changing back until something breaks, and the LX is high normal which is very fine indeed...
lacemine29.blogspot.com/2010/09/bike-check-skippys-demo-lenzsport-pbj.html
lacemine29.blogspot.com/2010/09/bike-check-skippys-demo-lenzsport-pbj.html
www.sicklines.com/gallery/data/748/2010_sam_hill_demo_8_bike1.jpg
r2-bike.com/Extralite-Kettenblatt-30-Zaehne-4-Loch-Chain-Ring
but i think it`s way overpriced.
and now............................
cant wait for the more affordable companys to copy this
Right now it is a competition only set-up. We are not concerned about the wear at this stage It only has to last 3 min
Jason C
However, there is nothing revolutionary in this design - it's just the old Shimano Capreo folding bike hub/cassette system in a more robust package. Great, but no new technology!
Again what is not clear is Hub compatibility, the article states DT have made a special hub 135mm though gives a wider flange and maybe a stronger less dish wheel less width cassette body, all good so far?
What does this leave us, most real DH riders now will have a 150mm rear end bike, check
run std cassette body hubs, I've run Hadley's for years, just use new rims and spokes when needed.
So does this mean I will need new hubs, maybe a new bike to meet back to 135mm rear end or run spacers, which is like another bandaid fwds one way backwards another!
I love the concept because Ive been advocating true DH gearing and transmissions for years, currently run new Saint, with 11/23t or 11/26t cassette & 36t front, I have been running modified 6&7 spd cassettes for ages prior to going Saint I decided to run std 9spd and utilise its close ratio option on the rear d which is super slick and works a treat, as close to a gear box shifting performance Ive run, & coming off XO.
So I'm playing devils advocate here, we always get the marketing spiel about benefits but little about cost of and change over of existing setups, they may have unlimited resources to throw away, but as usual its execution of new designs which is as important as throwing out the bath water for new just to sell products and create new stds, both of which can be achieved with current stds.
If not, at least make that clear!
I'm all for less cog t upfront, 32t is great and smaller chain guides, and a 9t x whatever rear, its what changes to wheels back ends that has me unclear at present!
www.sheldonbrown.com/capreo/images/capreohub.jpg
www.vitalmtb.com/photos/features/Brad-Benedicts-32-89lb-Specialized-Demo-8,2209/Brad-Benedict-with-his-32-89-pound-Demo-8,17664/sspomer,2
1.chain gets crossed a lot which is not good for explosive power transfer, characteristic of tech trail riding. it is easy to snap the chain especially on FS bike. All it takes is brutal pedal hammering while going on top of a bigger rock step. A thing you could run away with on 2x9 setup while being on granny. Maybe you could get a stiff link, that's it
2.front mech and granny is an "emergency button" if you forgot to shift down while suddenly an uphill wall raises from nowhere. You drop to granny and shift the rear as far up as you can. That takes less time than going all the way from small cogs up just through the rear.
I mean there is a performance trade off made, in my opinion. You win simplicity and a pound of weight shaving, but you definitely don't get any reliability win due to higher risk of chain snapping.
onohiroki.cycling.jp/image/SANY3282capreo-RH.jpg