polebicycles

@Kilian1b15Gt: You’re on the right track. We spent a lot of time weighing the pros and cons of the Pinion MGU, but for this specific frame, the math just didn't work for what we wanted to achieve. For us, it came down to how the bike actually feels to move around. The Maxon Air-S paired with a SRAM T-Type drivetrain comes in at about 3.4kg for the full system. Setting up a Pinion MGU with the belt, pulleys, retention system, tensioner, and rear guide puts you at 4.8kg for that full system. That 1.4kg difference is significant, especially since it doesn't even account for the extra hardware needed for the FIT battery—the aluminum brackets and physical locks add a lot of "dead weight" that doesn't help the ride quality. One thing that really surprised us was how much the belt tension messes with the suspension. To keep a belt from skipping under load, you have to run it incredibly tight. In our shop tests, we found that the tension alone was enough to keep the rear suspension from collapsing even when the shock is pulled out. That’s a lot of static force fighting against your small-bump sensitivity. Also, the chainstay needs to be built super stiff on the drive side to handle that load. We really wanted the suspension to stay neutral and free to move, which is why we stuck with the chain setup and the T-Type. We also looked closely at the DJI system. It’s an incredible tech-oriented showcase—massive power, huge screens, and very "smart." But Maxon is taking a different, more authentic approach that resonated with us. Instead of a tech-heavy cockpit, you get a dead-silent motor and a controller with a clear mechanical tactile feel. The more power a motor draws, the bigger and heavier the battery has to be, but Maxon’s efficiency lets us use a smaller battery for a much more natural-feeling bike. A big part of the decision was also the culture at Maxon. They have this crazy history with NASA and Mars rover tech, but they also run a pro XC racing team. When you talk to them, it's clear the company is full of mountain bikers. It shows in the R&D—the motor is tuned for trail performance and refinement rather than just raw specs. They seem committed to keeping their systems small and quiet even as they look at more power in the future, and that’s a direction we really want to support. Here's our estimation of all systems total weights including drivetrains. Others are with SRAM GX T-Type and Pinion is with Gates belt drive including sprockets and retention system. Maxon Air-S (600Wh): 6.33 kg DJI Avinox (800Wh): 7.90 kg Bosch CX Gen 5 (800Wh): 8.37 kg Specialized 3.1 (840Wh): 9.25 kg Pinion MGU E1.12 (800Wh): 9.39 kg

Thank you! There's enough insertion for the post. We've had this style with previous bikes as well.

@WateratPat: The difference is that we are using 600Wh battery instead of 400Wh. 600 battery is thicker than 400 but it fits the same frame bosses as the 400. Also, we designed the frame so that we can take out the battery without removing the motor.

We did it 2023 https://ep1.pinkbike.org/p6pb25100362/p6pb25100362.jpg

@SunsPSD: The potential for 3D printing in bike production appears to be somewhat limited, primarily due to the considerable challenges posed by the physics of powder-based methods. It's important to recognize that despite the term "printed," bikes available in today's market still rely significantly on manual labor. In the past, we thoroughly examined this approach when considering a departure from Far East manufacturing. Regrettably, 3D printing technology has made only incremental progress in terms of speed over the past decade. Addressing various constraints, including the effects of gravity, would require innovative solutions to improve printing speed significantly. Additionally, sourcing and processing the necessary raw materials present substantial hurdles. Over the last five years, we've committed ourselves to streamlining our production processes. Based on our estimations, we anticipate the ability to create a complete frame from raw materials in just four to six hours within the next two years. This transformation holds the potential for substantially reduced lead times, possibly enabling customers to receive their customized frames within a matter of days. Furthermore, it's important to mention that we are deeply committed to environmental responsibility. While our current carbon footprint is relatively modest, our ultimate goal is to achieve carbon neutrality within the next few years.

@emarquar: Evaluating kinematics with Linkage Design can be somewhat challenging. I'm cautious about accepting reverse-engineered models as absolute facts, as even mimeasurement differencesents can significantly impact results. I've attached the kinematics files of Onni Enduro for your reference. It's crucial to emphasize that adjusting chainring sizes will have a pronounced effect on both anti-squat and pedal kickback characteristics. Smaller chainrings will amplify these factors, while larger ones will mitigate them. Additionally, our anti-squat demonstrates a decreasing trend towards the end of the suspension stroke. https://drive.google.com/drive/folders/1ssM1AGS6kh9l1mcAZHQs7bR5fwi2qPgP?usp=sharing Offtopic: We pride ourselves on presenting the stiffest frame in this review while being one of the lightest bikes. Our bike is fully metal built, equipped with a complete metal build featuring even T-Type and AXS dropper post, and registers a weight of 16.8 kg.

"What kind of suspension curve is harsh off the top but bottoms out too easily? It's almost like the engineers said "what would be the best suspension design?" and then did the opposite." The leverage ratio is 3.2 to 2.3 That is considered progressive.