We are excited to announce a rare opportunity for Norco and Cane Creek riders alike. This coming Tuesday March 19th we will be holding an online, live chat with Norco and Cane Creek Engineers to answer your questions about using a Double Barrel shock on your Norco Bike.
If you have questions about your shock or are considering upgrading to a Cane Creek Double Barrel be sure to tune in and have all your questions answered. Experts are standing by!
One of pinkbike’s differentiating features is their Tech Tuesday article that teaches followers how to build, fix and maintain different aspects of their bikes. From headsets to chains, forks to tires there are a ton of great articles archived in the Tech Tuesday File. This week’s article is about Mavic Wheels and adapting them to 142mm spacing. While we don’t all ride Mavic wheels the concept is the same for many wheel manufacturers. If you are not convinced that 142mm rear axle spacing is the best standard have a look at this article and see just how easy it is to convert your current wheel setup. (P.S. This also works for 157mm)
Watch the video at Pinkbike.com
With the release of the 2012 bike range from Norco, the ‘Aurum’ is the DH rig that the team have been working on with the engineers at Norco. Some more exciting news about the new frame is the addition of ‘Gravity Tune’ as explained here by Ben and Dan.
original post from dirt.mpora.com
The bicycle has remained relatively static for the past century in that it has two wheels, a frame, seat, handlebar and many other visual aesthetics. In the details though, there are virtually no similarities. With each passing year there are small tweaks that offer improvements over past models. This Darwinian sense of evolution add up over time and have lead to the radical transformation of the bicycle into what it is today. Looking back over the past couple of years there are a few key differences in frame technologies and manufacturing that are worth acknowledging if you are in the market for a new bike. These changes may seem small but together they add up to a whole lot of difference
The first technology that we will bring up is the idea of a tapered headtube. This tube is responsible for much of the stiffness and strength of the bicycle. Tapering the headtube from a 1 1/8″ diameter at the top to a 1 1/2″ diameter at the bottom accomplishes great weight savings with improved strength, stiffness and weld contact area over the alternative.
Post Mount Brakes are another area of great improvement over the past few years. A standard IS brake traditionally mounts to the frame in a perpendicular manner that transfers torsional forces onto a small area of the frame. Through the utilization of a post mount brake there are fewer adapters needed and the forces of braking are better dispersed over a larger area. This allows for more effective braking, less stress on your frame and a lighter brake system.
The Syntace axle system is a great new product that was featured in a recent article. This system utilizes an extra 7mm of axle width inset into the frame’s dropouts. This coupled with an improved conical clamping mechanism makes for a stronger, stiffer and lighter rear axle assembly.
Something relatively new to the world of cycling is a chainstay mounted front derailleur. We have been clamping our derailleurs to the seattube for eons but there are many suspension designs where this is awkward or even impossible. A solution to this problem is to mount the front derailleur on the chainstay. This means that the chain and derailleur move in a similar path through the bikes travel while offering a clean and effective mounting surface.
The two sides of a bike are not identical. The forces that are applied to either side are not either. Because of this, the design of a frame should not necessarily be mirrored left to right. Through hydroforming process, a bicycle frame can be optimized for weight, stiffness, strength and power transfer through asymmetry.
The above mentioned technologies are simply a splathering of what is being integrated into today’s bicycles. There is a lot of thought, enginouity and passion that goes into designing a bike so keep a keen eye out for the details.
If you have been reading about new technologies being integrated into mountain bikes in recent months, you have likely heard about the Syntace X-12 or another 142mm axle system in some form or another. There seems to be a cloud of mystery surrounding this new product in what it is, how it works and why it is better than the alternatives.
The hubs pictured above illustrate the two most common styles of hubs on the market today. The far left is a traditional 135mm width with a 9mm axle. This is the style of hub that a standard quick release wheel uses and is used on Cross Country and some All mountain bikes. The middle option is still a 135mm width but uses a 12mm axle. This increased diameter allows for the use of a stiffer, stronger and more secure axle. This style of hub is used in All Mountain and some Freeride bikes. Once we arrive at the far right image, this is the new 142mm x 12mm hub. This hub is 7mm wider than the other two hubs while sharing the 12mm axle with the middle option.
This image is comparing the 135mm to the 142mm axle. The first thing you will notice is that the latter is wider by 3.5mm on each side. The freehub body and hub shells however will line up identically between the two options. In some cases, the only different between these two hub sizes is a set of end caps. As a result, depending out which hub you are using, it may just be a matter of purchasing an adapter kit to make your existing wheels work in a 142mm dropout.
This 3.5mm that has been added to each side of the axle does not actually affect the spacing of the cassette or brake rotor in the frame. Instead, hub caps are inset into the frame. This inset acts as a guide for installing the rear wheel while increasing the contact patch of the hub to the frame. While a traditional clamping style pinches the axle between the dropouts, this new system allows for a much stronger, stiffer and lighter clamping mechanism. It should also be mentioned that not all 142mm systems are created equal. While 142mm is stiffer than a standard 135mm axle, many of the real benefits come out of the Syntace X-12 conical clamping mechanism. This gets fairly technical so for full details on how Syntace improves axial and radial clamping, head over to syntace.com.
The second aspect of the Sytace system that offers great improvement over other styles is a the utilization of a new type of derailleur hanger. In this system the frame’s rear axle pinch-bolt serves a second purpose as the derailleur hanger fixing bolt.
The derailleur hanger fixing bolt mounts downward through the frame and into the derailleur hanger. In this design, an impact which would break a traditional hanger, will instead sheer the bolt leaving the hanger intact. This is accomplished by designing a breaking point in the bolt (between the threaded sections) which breaks at a calculated force which is less than that of your expensive derailleur.
To make a repair in such a circumstance one must simply remove the broken bolt using a 3mm allen key and replace the bolt with the spare that comes on every Syntace equipped Norco mountain bike. It is important to note that although this is the frame’s axle pinch bolt as well – upon breaking, the integrity of the rear wheel will not be affected in any way. The rear wheel will remain secure.
The result of Syntace is a stiffer, stronger, lighter and more reliable rear wheel and drivetrain. Utilizing the Syntace X-12 system offers a number of benefits with nearly no downfall. The fact that many traditional 135×12 hubs can be converted to 142mm means that expenditure is minimal but all the benefits of the system can be realized. When you are out shopping for your next bike, keep Syntace in mind; it is here to stay.
A.R.T. Overview:
Norco’s Advanced Ride Technology (ART) is an optimization of the proven FSR suspension system which delivers a more efficient pedaling and improved square edge bump compliant ride than ever before. This has been achieved by changing the location of the pivot points to achieve more chain growth and a more rearward axle path. The increased chain growth results in higher anti-squat characteristics which reduces suspension bob, making the bike pedal efficiently. The rearward axle path lets the rear wheel move back at the same time as it moves up to get out of the way of large, square edge bumps more effectively, allowing the bike to roll smoother and faster over rough terrain.
1. Improved Square Edge Bump Compliance
This refers to the suspension absorbing tall bumps where there is rearwards force put on the wheel in addition to vertical force. Figure 3. illustrates the forces involved in a square edge bump. If the wheelpath is rearward, the wheel can move backwards and upwards at the same time to get out of the way of the bump more quickly and efficiently. This allows the bike to roll much smoother and faster over bumpy terrain.
2. Increased pedaling efficiency
When a bicycle accelerates forward, inertia pulls the rider’s weight towards the back which results in compression of the rear suspension. This is known as squat. ART suspension is designed so that when the suspension compresses, the chainstay length increases. This is known as chain growth. When the rider puts force on the pedals, the chain becomes very tight and the bicycle will accelerate forward. The chain tension will also force the suspension to extend. This extension force is known as the anti-squat force because it counteracts the squat caused by the acceleration. With 30% more chain growth than before, ART suspension is designed to resist squat forces and reduce pedal bob, resulting in a highly efficient pedaling platform.
3. Improved Leverage Ratio Curve
A.R..T suspension uses a lower and more progressive leverage ratio to increase the bottom out resistance and improve the tuneability of the suspension. Lowering the leverage ratio reduces the amount of force on the shock which gives the shock greater control of the suspension movement. The adjustment dials on the shock will also have a greater effect on suspension performance, allowing the rider to fine tune the suspension to their liking. A more progressive leverage ratio makes the suspension get stiffer as it gets farther into its travel, giving the suspension that ‘bottomless’ feel.
You may have heard rumours about the 2011 Range or even seen some photos floating around about the all new bike and the A.R.T (Advanced Ride Technology) suspension system. Well, here is Norco Engineering Manager working with Pinkbike.com to get you all the info about the awesome new bike.
What do you think about the Range and the A.R.T Suspension?
Read more at pinkbike.com
If there is one place in the world to find the top mountain bike mechanics in the world it is at a World Cup Race. Well, Dirt Norco Race Team mechanic Alastair Beckett was nice enough to go through rear derailleur adjustment for us at the Leogang World Cup. So, if you have ever wanted a little bit of help fixing up your Sram drivetrain, watch through this easy, step-by-step video tutorial.
Norco full suspension bikes have featured adjustable travel for quite some time. In fact, VPS stands for Variable Point Suspension, referring to the adjustable travel. The travel is adjusted by moving the shock position between points A and B. For all 2010 Norco bikes with adjustable travel Point A is the long travel position and Point B is the short travel position. In the 2010 lineup there are several bike that offer this adjustability such as the LT series, Fluid series, Faze 2 and 3 and the Phena. Each of these bikes has two travel options as listed below.
LT 6.1, 6.2, 6.3 – 137mm – 158mm
Fluid SE, 1, 2, 3 – 116mm – 143mm
Faze 2, 3 – 100mm-120mm
Phena – 116mm – 143mm
When adjusting travel between settings on many bikes there are adverse affects that can reduce ride quality or decrease performance. Not on a Norco though… when you change the travel on any of these mentioned bikes the head angle, and BB height remain constant. The only difference is the change in travel and a more or less progressive shock stroke. I.E. The long travel mode has a lower leverage ratio and more progressive stroke. The result – short travel is a linear, more XC type ride while long travel is a more active, agressive setup.
Thanks to Steve Bown for asking to learn more on the matter
Dustan
It doesn’t happen often but every once in a while I will admit I get caught on the trail without a tube. Not because I didn’t have one, but because I either gave it away or flatted more than once on a ride. I am slightly ashamed to have admitted this but yes, it does happen. This past weekend I went out riding in Port Moody BC with a friend and it happened to be one of those rides. After Eric flatted once, I followed suit. That was no biggie as we both had a tube, but then Eric tried for round two. Three flats, two tubes, 0 patches.
As Eric got ready to start hiking I made a suggestion, one that I am not sure a lot of people have utilized. Tie a knot in the tube and ride out. That is right, this trick is super simple and low tech but can be the difference between a long hike and finishing a great ride.
To fix this flat, you will need to start by finding the hole. Once you do, tie a knot with the hole at the end which is tucked through the knot loop. Pull the knot nice and tight to be sure that it won’t come undone once inflated.
You will see that the tube is significantly smaller in diameter now that it has been tied. You will need to insert the valve, then stretch the tube around the rim before attempting to seat the tire.
Once you get the tube around the rim you can start to work the tire onto the rim. You should be careful that the last bit you are trying to seat is not at the knot as this area has significantly more bulk around it and could be difficult to work with.
Now that the tire is on, you can re-inflate.I wouldn’t suggest inflating to more than 40psi as the tube is significantly stretched and fatigued. This is not a long term fix but should be enough to get you home. Once you start riding you will likely feel the knot as a bump in your tire. It may be a little rough but it sure beats walking.
If you have your doubts, give it a try.
Dustan