Hub gear

from Wikipedia, the free encyclopedia
9-speed hub from SRAM
Derailleur gears on the left, hub gears on the right - necessary components

A hub gear (also: inner gear or inner gear ) is a gear shift built into a rear wheel hub on bicycles , previously also on motorcycles . In contrast to derailleur gears , all components of this gearbox are protected from contamination, which means less wear . Because of the higher manufacturing costs, their sales price is higher than that of the derailleur. In road cycling , only derailleur gears are used because hub gears have been banned by the UCI since the 1920s. Closely related to the hub gears, but very rare, is the bottom bracket gears .

technology

Exploded view of a Sturmey-Archer 3-speed hub without coaster brake

Hub gears in the bicycle sector are almost always planetary gears . With them, the force is transmitted through gears; The exception are continuously variable transmissions , where balls are used for this. If there are more than three gears, different planetary gears are combined in one hub and in some cases also connected in series, which means that shifts from 2 to 14 gears can be implemented. Some gear hubs are optionally available with a built-in coaster brake , some are designed to be combined with a specific derailleur system .

The hub gears hardly need any maintenance and only wears little. Due to the closed design, the gear inside the hub is protected from dirt and water, and sufficient lubrication of the gears is guaranteed. In contrast to chain gears, hub gears can also be used when stationary (e.g. when stopping at a traffic light). The chain cannot jump off when shifting, as there is only one sprocket on the hub and only one chainring on the crank (apart from a few exceptions) and thus an exactly straight chain line is possible, in which the tensile force is optimally transmitted. A positive side effect is the reduced wear on the chain and sprockets. In addition, it is easier to provide the chain with a protection to better protect it from dirt. Another advantage is the symmetrical lacing of the rear wheel ; the more even tension reduces the risk of spoke breaks.

Due to the closed structure, maintenance of the hub is usually only possible for experienced mechanics, as it is not easy to dismantle the hub and reassemble it correctly. Special tools are also required for some hubs. The operating noises, which are clearly audible in some models, but decrease with increasing mileage, are annoying for many drivers. In addition, the efficiency is lower, it is 92–97 percent with current hub gears with high drive power; with a well-maintained derailleur, 96 percent. While the gear ratios can be adapted to the needs of the rider in a wide range with a derailleur system by exchanging the sprocket set or individual chainrings, with a hub gear system using other chainrings and sprockets only the primary ratio can be changed; the gradation of the individual gears, however, cannot be changed. Hub gears are heavier than derailleurs. The more elaborate technology is more expensive to purchase, but the running costs are lower, since the chain , chainring and sprocket have to be changed less often and are quite inexpensive. The target groups for hub gears are frequent drivers with more than 500 km per month and touring and carefree drivers, for whom reliability and low maintenance are important. Hub gears are almost impossible to find in cycling. The exception is the Speedhub 500/14 from Rohloff , which is used in sports such as mountain bike marathons and downhill . Here the difference in mass compared to the derailleur does not have such a strong impact or is not a disadvantage when driving downhill.

history

Planetary gears have been used on tricycles since the 1880s. The first two-speed hub gears for bicycles were invented by the American Seard Thomas Johnson in 1895 and by the Englishman William Reilly in 1896. Reilly's two-speed hub was produced from 1898 by the company "The Hub". In 1902 Reilly designed a three-speed hub gear, which was patented under the name of his colleague James Archer and produced by the Sturmey-Archer company.

The Chemnitz-based company Wanderer received the first German patent for a gear hub in 1902 , and in 1907 Fichtel & Sachs launched a two-speed gear hub (model name: Torpedo ), one year after the debut of the torpedo freewheel hub . The so-called double torpedo was built for almost 50 years with few changes. In 1912 the successor model Universal Torpedo with four gears and a coaster brake, manufactured by Fichtel & Sachs based on a patent from Wanderer Fahrradwerke, came onto the market. The economic success failed to materialize, and so production was stopped in 1916.

In 1924 Fichtel & Sachs brought the first torpedo 3-speed hub with a coaster brake onto the market, which was produced until the early 1940s. In 1941 a 3-speed hub appeared, which was mainly intended for export and was again marketed under the name Universaltorpedo . This hub, which was available with and without a drum brake, was only produced for two years.

After the Second World War , further torpedo 3-speed hub gears began to be launched in Germany with the models  53 (with resignation), 55 (with and without resignation), 515 (with resignation), 415 (without resignation) and H3113S . The models 415 and 515 , which had been produced since the early 1960s, were particularly successful in commercial terms . In the mid-1970s, the model 515 had to be replaced by the model H3111S for safety reasons , as if the hub was incorrectly set on the model 515, the coaster brake could fail due to the neutral position between second and third gear. The model H3111S is still manufactured by SRAM today with small modifications (in 1997 the bicycle division of Fichtel & Sachs was taken over by SRAM). Hub gears were not available in the GDR ; this was partially compensated for by importing Czechoslovak favorite derailleur gears.

From 1987 Fichtel & Sachs expanded the program with the Pentasport 5 -speed gear hub, which is similar to the Sturmey-Archer 5-gear gear hub. Sturmey-Archer owned the patent for this design since the mid-1920s, but without making use of it. The company manufactured 3- and 4-speed hubs with a wide variety of basic gear ratios and equipment.

Since the 1930s, hub gears have not only been offered with drum brakes , but also with hub dynamos .

Parallel to the folding bike boom of the 1960s and 1970s, both Fichtel & Sachs (from 1964) and Sturmey-Archer developed and sold 2-speed gear hubs; they had no gear cable and could be shifted by simply stepping back on the pedals (Fichtel & Sachs “Duomatic”). It took some getting used to the fact that the hubs also changed gear when braking. A special design was the centrifugal force-controlled automatic hub from Fichtel & Sachs, the switching point of which was at a bicycle speed of around 18 km / h (depending on the wheel circumference). However, this technically interesting construction was not a market success.

In 1996, Sachs AG brought a 12-speed hub ("Elan") onto the market, which weighed 3.5 kg, more than double the weight of the Rohloff 14-speed hub that appeared in 1999 with 1.7 kg. Sachs Elan has a reputation for lack of reliability. The Elan 12-speed gearshift can now be found in some custom bikes , as it looks a little reminiscent of a drum brake. The efficiency and gear ratios of the Rohloff 14-speed are comparable to those of a standard 27-speed derailleur. The main disadvantage is their relatively high price. In 2010, Shimano launched the Alfine 11, a gear hub that costs around a third of that from Rohloff and is also slightly lighter at 1.6 kg.

State of the art in 2004 in the mid-price gear hub market segment was the 7-speed Comfort S7 hub from SRAM and the 8-speed Nexus Inter-8 hub from Shimano . The latter is also available in a version with a coaster brake known from the previous model, the Nexus Inter-7 , and is optionally available with a twist grip gear lever or with a 2-finger gear lever . The 8-speed hub from Shimano is available in a standard and a premium version. They differ in weight and in storage. The special feature of the 8-speed hub lies in the servo mechanism of the gearshift, that is, when shifting down the gear is easier when pedaling.

From 2006 to 2010 SRAM offered a 9-speed hub (i-MOTION 9), which was priced in the range of the 8-speed hub from Shimano. It is available with a coaster brake, as a freewheel and disc brake version and as an i-BRAKE version. Its specialty is the even gradation of gears two to eight. With this hub, all the parts required for shifting are housed in the hub instead of in the so-called click box as before , which is intended to simplify maintenance and the removal and installation of the rear wheel.

In February 2015, SRAM announced that it would discontinue the 8- and 9-speed gears. The classic 5- and 7-speed gear hubs (previously Sachs Penta P5 and Super S7) have now been discontinued. SRAM currently only offers 2- and 3-speed gear hubs. As of May 1st, 2017, SRAM will cease all hub gear production.

In addition, attempts are made again and again to combine the advantages of hub gears with those of derailleur gears. Fichtel & Sachs had a 12-speed gearshift (" Sachs - Huret Commander ", 2 × 6 gears) and, in the early 1990s, a variant called "3 × 7". Here the well-known 3-speed hub was reinforced and equipped with a 7-speed ring gear. Later a “3 × 8” group was offered. Currently (2007) there are two variants (3 × 8 and 3 × 9) called "DualDrive". The manufacturer Shimano offers a 16-speed variant with the "Alfine" assembly based on the 8-speed Nexus hub. Here two chainrings with front derailleurs are mounted at the front. This variant was also offered for a short time to expand the 3-speed hubs from Fichtel & Sachs, resulting in a 6-speed gearshift (2 × 3 gears). What all the concepts mentioned here have in common is that they give up the advantages of the straight chain run and the insensitivity to dirt in bicycles only equipped with hub gears.

  • Design of the torpedo 2-speed hub from 1905

  • Disassembled 3-speed hub with coaster brake

  • Disassembled 3-speed hub (Fichtel & Sachs model 55)

  • 2-speed automatic hub from Fichtel and Sachs

  • Sachs 12-speed hub

service

The cyclist has a switch near the right handlebar grip that indicates the gear engaged. When standing, a desired gear can be set by operating the handle; there is no need to revolve the chain as with derailleurs . While driving, you pedal with little force to shift gears. Shifting under full load can damage the hub. Older two-speed gear hubs that do not have a shift handle require a short step backwards to change gear.

Even modern hub gears should not be shifted under load, as the adjusting springs and other mechanisms inside the transmission are not designed for this. In addition, when shifting under load, high short-term loads occur on small surfaces of the gear wheel flanks, which can be damaged in the process. The fragments loosened in the process can then severely damage the transmission. The only hub that can be switched under load is the Rohloff hub, as the gear components and the bearing parts are designed for these loads.

  • 3-speed hub from Shimano

  • 8-speed hub from Shimano

  • 7-speed hub from Sturmey-Archer with a mileage of 30,000 km

  • 14-speed hub from Rohloff

  • Gear lever for 3-speed hub from Sturmey-Archer

Translation area

In addition to the number of gears, the relevant parameters for each gear shift are, in particular, the gear ratio, i.e. the ratio between the highest and lowest gear, usually given in percent, as well as the uniformity of the gear increments. The 3-speed hubs discussed here have gear ranges from 178 to 185 percent, the current 8-gear hubs from Shimano and Sturmey-Archer and the 7-gear SRAM Spectro S7 hub have gear ranges of just over 300 percent. The 9-speed hub i-MOTION 9 from SRAM has 340 percent. The Shimano Alfine 11 (called AL11) 409, and the 14-speed hub Speedhub 500/14 from Rohloff are given at 525.8 percent.

Special features of some types

From model 415/515 all 3-speed hubs from Fichtel & Sachs can be equipped with the same switch. The newer models have a different shift path than the model 55 and this in turn is different from the older models 25/29 and 53 (source for the latter: the original booklet enclosed with the 3-speed hub model 55). The transmission ratios were revised several times at Fichtel and Sachs, so that the model 25/29 started at 150% and ends today at 185.6%.

Fichtel & Sachs three-speed torpedo , model 53

The extremely solid-looking hub was produced between 1953 and 1955 and is characterized by a number of special design features: The housing is made of aluminum and contains a planetary gear that moves from the outside to the inside in the first gear (from the gear sleeve to the slower rotating planet carrier) and in the third Gear is driven from the inside out.

The hub runs almost noiselessly because there are no pawls inside . The freewheel is designed as a drive cone (as with the Komet hub ), when you step back, a brake jacket is spread apart. The hub's grease nipple sits on the spoke flange on the brake lever side. The sprocket for the chain is placed on the associated driver and fixed with a lock nut. The pinion mechanism is different from later 3-speed hubs, so it is difficult to get a replacement for this wear part these days . Today's switches cannot be used because the switching paths have changed. The differential torque of the transmission is supported by the lever of the coaster brake on the bicycle frame . The hub was operated either with a chrome-plated switch with a linkage on the top tube or with a chrome-plated switch with a cable pull on the handlebar.

Fichtel & Sachs three-speed torpedo , model 55

This chrome-plated hub, manufactured between 1955 and 1962, is very similar to today's design. So today's pinions can be used without any problems, the driver even offers space for two pinions, between which can be switched with a derailleur . On the inside, the hub has a very durable form, because the planetary gear is designed with greater structural reserves than is usual today, and the pawls can also absorb significantly greater loads due to their mounting on journals . The two draw wedges inside the axle are wear-free because they do not touch any rotating parts. The hub has a large helmet lubricator on the hub body throughout . A weak point of the design is the clutch block ("driver"), which wears out within a very short time if the gearshift is incorrectly adjusted and becomes noticeable by jumping out of the second and third gears into neutral. This can be remedied by filing off the damaged areas of the coupling block. The hub can only be completely dismantled by unscrewing the bearing shell on the pinion side. The model 55 was designed with and without a coaster brake, the color of the handlebar switch was blue (the first hubs still had the switch of the model 53, but with the model 55 label).

  • Model 55

  • Switch model 55 (blue)

  • Impeller with model 55 and two pinions

Fichtel & Sachs three-speed torpedo , models 415 and 515

These two hubs (model 415 without - 515 with back pedal) are similar in construction to today's hub gears. The differences are primarily noticeable in the storage (7/32 ″ balls instead of 1/4 ″ balls on the 53 model); because both models have screwed bearing shells on the driver side. The color of the model 415/515 handlebar switch was initially blue, but in a smaller design and not interchangeable with the previous model 55, which has a different gradation. Then came the color red. The neutral position (triangle symbol) between second and third gear was also new. It could not be clicked into the handlebar switch and was only used for fine adjustment of the Bowden cable length with the help of a long union nut on the switching chain. The company Magura offered at the time for both the 55 and for the 415/515 to creamy white twist shifter. The Torpedo lettering changed in the early 1970s.

Both models were produced from 1962 to 1975 (model 515) and 1984 (model 415). In the first few years, both hubs were equipped with a small lubricating nipple. The hub can also only be completely dismantled by unscrewing the bearing shell on the pinion side. A common mistake when this hub gear is set incorrectly is the breakage of the draw key inside the axle ; Such a defect can easily be remedied with a replacement draw wedge. Furthermore, the bearing disintegrates on the small cone (pinion), both large bearing shells in the hub shell wear out (more often on the brake side on the 515).

  • Model 415 (without resignation)

  • Switch model 415/515 (red), old Torpedo lettering before 1970

  • Model 515 with coaster brake, built in 1962

  • Model 515 - view from the braking side

  • Switch model 515 from 1970

Fichtel & Sachs three-speed torpedo , models H3111S and H3102; SRAM T3

The model H3111S (from 1975) is similar to the model 515, but for safety reasons the neutral position between second and third gear was omitted (the coaster brake did not work in the neutral position). The version H3102 without a coaster brake was produced from 1982. The construction of the transmission is used with minor changes in the current model T3, which was initially called "Spectro T3" by SRAM, and was the basis of today's 3- to 9-speed gear hubs from SRAM.

The hub can be completely dismantled by simply loosening the nuts on the axle. It no longer has any grease nipples, instead there are two small holes in the dust cover of the bearing on the brake lever side. But it can also be oiled through the hollow axle with a pump can if you unscrew the chain beforehand. The hole extends into the hollow slot of the axle. The color of the associated handlebar switch is black. The gear ratios of the hub are: 1st gear 1: 0.734 - 2nd gear 1: 1 - 3rd gear 1: 1.362.

In the first versions, the pawls on the ring gear used to transmit power in second and third gear often broke due to a design error, which led to the destruction of the entire transmission. However, since the installation of a lock washer, the hub has matured and still has by far the highest production figures. - There is a hub with a flattened and a non-flattened axle; Only with the first is the back torque of the gearbox transmitted to the brake lever; with the second, loose external nuts lead to the failure of the first gear or gears 1 and 2.

  • Model H3111S

  • Switch model H3111S / H3102

Fichtel & Sachs Pentasport / SRAM P5 (five-speed)

The 5-speed hub Pentasport appeared on the market in 1987 and was also manufactured with or without a coaster brake. The early versions (model H5111 (later H5113) with back pedal - H5100 without) up to the beginning of the 1990s have two switching chains on the right and left of the hub and a corresponding lever switch on the handlebar. They have a gear ratio range of 224 percent (1st gear 1: 0.67 - 2nd gear 1: 0.78 - 3rd gear 1: 1 - 4th gear 1: 1.28 - 5th gear 1: 1.50 ). The later models from Fichtel & Sachs (H52xx) and from SRAM the SRAM P5, which was initially called "Spectro P5" by SRAM, are first with a thumb switch, then with a twist grip switch via a switch box ("click box") on the right side of the hub similar to the Super 7 / S7 actuated. In addition, the gear ratio was increased to 251 percent, the gear ratios are: 1st gear 1: 0.633 - 2nd gear 1: 0.781 - 3rd gear 1: 1 - 4th gear 1: 1.281 - 5th gear 1: 1.579. In addition to the Spectro P5, the Spectro P5 Cargo, today SRAM P5 Cargo, was introduced, which is primarily designed for transport bikes , tandems and types of bikes with similar loads. The gear ratio range is 225 percent, the gear ratios are: 1st gear 1: 0.667 - 2nd gear 1: 0.778 - 3rd gear 1: 1 - 4th gear 1: 1.286 - 5th gear 1: 1.500.

The Pentasport versions with chain links were delivered without a crash bar. Even tipping over the bicycle while stationary on a hard surface often irreparably damages one of the two switching chains. The only remedy is to retrofit crash bars on both sides of the rear wheel. For the correct assembly of the dismantled hub there is a special tool with which the planet gears are aligned.

A well-known problem is gummy grease, which after a few years can lead to a defect due to sticky and damaged springs inside the hub. In the event of shifting problems, the hub should therefore be dismantled and re-greased. The interior of the hub is connected to the outside through the hollow axle.

  • Model H5111

  • Shift lever for models H51xx

  • Special tool for the correct assembly of the dismantled hub

  • Crash bar for retrofitting for hub gears with chain links

Fichtel & Sachs Super 7 / SRAM S7 (seven-speed)

The 7-speed hub Super 7 (H7213 with back pedal) was developed from the 5-speed hub Pentasport and went into production in 1993. The Super 7, still developed by Sachs, initially had a gear range of 284 percent, later it was increased by SRAM to 303 percent, the gear ratios are: 1st gear 1: 0.574 - 2nd gear 1: 0.677 - 3rd gear 1: 0.809 - 4th gear 1: 1 - 5th gear 1: 1.236 - 6th gear 1: 1.476 - 7th gear 1: 1.742. The hub was initially sold as the Spectro S7, the current name is SRAM S7. The translation of the planetary gear and the design of the brake were changed; the structure of the hub remained otherwise the same.

The Super 7  / SRAM S7 has a planetary gear with three sun gears, a planet carrier with three planetary gear sets and a ring gear. One gear is driven by a sun gear and the associated planetary gear set, only the switched sun gear is fixed, the other two can turn with it. The circuit is operated by two in the axis inserted pins which are in turn driven by a pushed on the axis switchbox. The Super 7 / SRAM S7 has the axle thread (pitch and diameter) in common with the hubs described above ; This means that the axle nuts and the washers required to absorb the torque can be interchanged. The same goes for the pinion .

Another common feature inside the hub is the arrangement of the pawls , which has remained unchanged since the development of the Model 55. The hub is in Germany mainly with a coaster brake combined, however, also be made hubs with drum brakes and hubs without brake. The hub was originally switched via a thumb handlebar switch with a rigid switch wire, later a twist grip switch with a cable (shift cables for derailleur gears fit) was introduced. Older Super 7s can be converted from a thumb switch to a twist grip by replacing the entire twist grip switch click box unit. This is recommended when the jumper wire is damaged as there is no longer a replacement. Alternatively, a Shimano Positron jumper wire can also be used: The head and the wire have compatible dimensions.

For the correct assembly of the dismantled hub there is a special tool with which the planet gears are aligned. But this can also be achieved with a little skill and a sense of proportion without tools. For this, the small markings (grains) on the planet gears must all point away from the hub axis when they are engaged, i.e. have the greatest distance from it and thus the imaginary lines from the center of the axis through the axes of rotation of the planet gears and the markings also have an angle of 120 at the same time Degrees to each other. If one or two of the planetary gears are twisted: Pull the planet carrier off again without turning it on the axis and put it back on until the required result is achieved.

  • Spectro S7 model

  • Twist grip switch of the Spectro S7

Sturmey-Archer three-speed, model AW

The AW model is the most popular Sturmey-Archer three-speed hub. Function and construction are similar to the Fichtel & Sachs model 55, but the AW model does not have a withdrawal. The retraction variant of the AW model was the TCW model shown below. The similarity goes so far that today's 3-speed hub from SRAM can still be operated with a switch from Sturmey-Archer, even though the underlying standard is more than 50 years old. The associated pinions are also easily interchangeable. On the other hand, transmission parts cannot be combined with products from Fichtel & Sachs. This hub can only be completely dismantled by unscrewing the bearing shell on the pinion side; older models even have a screwable bearing shell on the opposite side. The hub has a helmet lubricator (similar to a grease nipple with a hinged cover) and is lubricated with oil . Another technical feature of the hub is the possibility of installing another planetary gear with a different gear ratio or different number of gears in the housing of the hub . In this way, this type can be converted into a 4 or 5-speed hub.

  • Model Tricoaster W, the withdrawal variant of the AW

  • Switch model AW (top left) and Sturmey-Archer switch as a licensed product for Fichtel and Sachs (bottom right)

Overview and settings of the hub gears

The “neutral gear” is the gear in which the pinion rotates as fast as the hub body; this means a ratio of 1: 1. The neutral gear is achieved by disabling the gear hub and transferring the power directly from the pinion to the hub body. Tensile stress means: The gear cable is completely taut, but has just not pulled the chain.

To dismantle the rear wheel, the gear should be engaged in which all springs are relaxed inside the hub (this is usually the first gear or, with the older hubs, the third gear; see table below). This position can be recognized by the complete relaxation of all trains involved.

To adjust a gear hub, a certain gear (and of course the same) must be engaged on the gear lever and in the hub. Then the adjustment with the adjusting screws is done very quickly and easily. With these adjusting screws, the available length of the shift cables is slightly lengthened or shortened until they are just taut or until the marking points on the housing and contact piece (or on the hand switch) coincide.

Exemplary representation of a SRAM 7-speed gearbox

  • Correct coverage of the markings in 4th gear

  • Markings on the housing and on the contact piece do not coincide here

Manufacturer model Gear
mass 		Corridors Translation
area 		Production
period 		neutral gear dismantling
gang 		Hub adjustment Wirkungs-
degree
! a ! a -9e99 9e99 9e99 9e99 9e99 9e99 ! a
Fichtel & Sachs Double torpedo 100,000 g 2 1907 to approx. 1957
Fichtel & Sachs Universal torpedo 100,000 g 4th 1912-1916
Fichtel & Sachs Torpedo
model 53 		100,000 g 3 170% -185% 1953-1955 2nd gear 3rd gear Switch on idle mark between 2nd and 3rd gear, originally however by gauge on axle nut and shift cable - or on tension 3rd gear
Fichtel & Sachs Torpedo
model 55 		100,000 g 3 170% -185% 1955-1962 2nd gear 3rd gear Switch on idle mark between 2nd and 3rd gear, originally however by gauge on axle nut and shift cable - or on tension 3rd gear
Fichtel & Sachs Torpedo
model 415 		900 g 3 170% -185% 1962-1984 2nd gear 3rd gear Switch on idle mark between 2nd and 3rd gear on the switch or on tension 3rd gear
Fichtel & Sachs Torpedo
model 515 		100,000 g 3 170% -185% 1962-1975 2nd gear 3rd gear Switch on idle mark between 2nd and 3rd gear on the switch or on tension 3rd gear
Fichtel & Sachs Torpedo
model H311S and H3102 		100,000 g 3 186% since 1975 (since 1997 as SRAM) 2nd gear 3rd gear on tension 3rd gear
Shimano 3-speed (e.g. "3CC") 100,000 g 3 170% -185% 2nd gear 3rd gear on the marking of the 2nd gear hub axle (marking on the lever and axle nut)
Sturmey-Archer 3-speed 100,000 g 3 since 1936 2nd gear 3rd gear on the marking of the 2nd gear hub axle (marking on the lever and axle nut)
SRAM i-Motion 3 1390 g (disc brake 1210 g, without brake 1120 g) 3 186% -2017 2nd gear 1st gear Backlash-free adjustment of the shift cable in 3rd gear
Fichtel & Sachs Pentasport old (two-part) 100,000 g 5 224% 1987 (or earlier) to? 3rd gear 4th gear both trains on tension 4th gear
SRAM / Fichtel & Sachs Spectro P5 / Pentasport new (single) 1495 g (without brake 1330 g) 5 251% (Spectro P5)
225% (Spectro P5 Cargo) 		-2017 3rd gear 2nd gear on marking click box 3rd gear
SRAM Spectro S7 1714 g (without brake 1556 g) 7th 303% 1993-2017 4th gear 1st gear on marking click box 4th gear
Fichtel & Sachs Super 7 1714 g (without brake 1556 g) 7th 284% 1993-2017 4th gear 1st gear on marking click box 4th gear
Shimano 4-speed 1700 g (without brake 1370 g) 4th 184% ? –2004 1st gear on marking 4th gear
Shimano 7-speed 100,000 g 7th 244% ? til today no neutral gear 1st gear on marking 4th gear
Sturmey-Archer S2C 2 136% 2009 until today 1st gear 2-speed back pedal shift
Sturmey-Archer 5-speed old (S5 / 2) 100,000 g 5 3rd gear Adjustment of both cables to 4th gear tension, also marking of hub axle possible, if original axle nut with hole is available
Sturmey-Archer 5-speed new 100,000 g 5 225% ? til today 3rd gear on the yellow marking pull rod on the end of the axle in 2nd gear
Sturmey-Archer Sprinter 7 100,000 g 7th 1995–? 4th gear 1st gear on the marking on the 5th gear axle
Shimano Nexus Inter-8
Premium SG-8R36 Available from Shimano since 2014 without "Premium" under the same number. 		1665 g 8th 307% since 2004 5th gear 1st gear on marking on the axis 4th gear up to 96%
Shimano Nexus Inter-8
SG-8R31 		1775 g 8th 307% 2004-2013 5th gear 1st gear on marking on the axis 4th gear up to 92% (?)
Shimano Nexus Inter-8 coaster
brake
SG-8C31 		2040 g 8th 307% since 2004 5th gear 1st gear on marking on the axis 4th gear 81–89% at 50 W drive power,
85–95% at 200 W drive power
Shimano Alfine (SG-S500) 1590 g 8th 307% since 2007 5th gear on marking on the axis 4th gear up to 96%
Shimano Alfine (SG-S700) 1665 g 11 409% since 2010 no neutral gear on marking on the axis 6th gear 78–89% at 50 W drive power,
87–94% at 200 W drive power
Sturmey-Archer 8-speed 1770 g100,000 g 8th 325% 1st gear 1st gear on marking on the axis 4th gear
SRAM i-Motion 9 2400 g 9 340% 2006 to 2011 5th gear 1st gear on marking on the axis 6th gear
SRAM i-Motion 9 freewheel 1960 g 9 340% 2007 to 2011

0

5th gear 1st gear on marking on the axis 6th gear
SRAM / Fichtel & Sachs Spectro E12 / Elan 3500 g 12 339% 1995-2000 3rd gear 12th gear on the mark in the window for 6th gear
Rohloff Speedhub 500/14
(DB) 		1545 g (DB variant) and 1518 g (CC-OEM) 14th 525% since 1999 11th gear in each gear (recommended 14th gear) This hub does not need to be adjusted and is very tolerant of the tension of the shift cables. It is the only one indexed in the hub and not in the switch. 89–94% at 50 W drive power,
92–97% at 200 W drive power
NuVinci N170S 4300 g stepless 350% 2007-2010
NuVinci N171B 3900 g stepless 350% 2007-2010
NuVinci N360 2450 g stepless 360% since 2010 78–84% at 50 W drive power,
80–86% at 200 W drive power
~ z ~ z 9e99 -9e99 -9e99 -9e99 -9e99 -9e99 ~ z

More hubs

The above detailed table cannot claim to be complete due to market conditions. Also to be mentioned are, for historical or technical reasons or in an attempt to capture the current spectrum:

  • the historic Sturmey-Archer four-speed hubs (different designs)
  • the Sturmey-Archer three-speed hubs with increased or reduced gear ratio, e.g. for sports bikes
  • the current Shimano five-speed hub, which is only available to a limited extent
  • the Bendix types
  • the historical Shimano three-speed types 333 and 3cc (and other series)
  • the well-known Sachs Orbit, for combination with a derailleur on the rear wheel hub (two-speed hub with Sachs derailleur)
  • the current SRAM dual drive combination (three-speed hub and derailleur)
  • the current Sturmey-Archer combination F30 of hub gear and derailleur ( Cassette Freehub 3-Speed )
  • the Shimano IF Intego, a 3 × 8 gear hub / derailleur combination ( Internally Geared Rear Freehub )
  • the early Sachs conversion kit Torpedo 2 × 3, which combined a three-speed hub with a two-speed derailleur
  • the Shimano Change-Hub (two-speed shift)
  • the Sachs 3 × 8 and 3 × 9 as Orbit successors
  • the SRAM G8 eight-speed hub, the current successor to the I-Motion 9 nine-speed hub
  • the Sturmey-Archer three-speed rigid gear hub S3X without freewheel, with rigid gear
  • current kickback hubs, such as the Sturmey S20
  • the SRAM Automatix gear hub
  • the Sturmey-Archer Dynohub hubs, three or four-speed hubs with hub dynamo
  • Brompton “6-speed wide range hub”, a combination of Brompton's Sturmey-Archer hub parts (previously also Sachs Torpedo and SRAM) and two pinions.

The variants are, deducted design changes due to the year, usually free-wheeling and retraction. There are also drum brakes, roller brakes and analog designs as well as disc brakes. Sometimes hubs are available in aluminum or steel, or, for a number of years, in different colors and anodizations.

Due to their design, in addition to bottom bracket gears, hub gears represent the gear shift that can be used with toothed belts. Like chain gears, they can also be used as intermediate gears in tricycles. There are conversion solutions in addition to manufacturer-assembled hubs, each with an additional pinion in the flange area. Hub gears can be combined with closed chain cases (Dutch bikes) and back pedaling without problems, which is usually not the case with derailleur gears.

maintenance

Until the 1970s, the hubs in the gear unit and on the brake jacket were lubricated with a petroleum jelly mixture. Oil was used for relubrication. This is why the oil nipple , which is often incorrectly referred to as a grease nipple , is actually called Helmöler . Since then, Fichtel & Sachs (now SRAM ) has an acidic and heat-resistant brake jacket grease in its range, which was particularly indicated for the brake cone and jacket of recoil-braked hubs in order to prevent the brake from squeaking. The brake jackets for oil lubrication are made of bronze, those for grease lubrication are made of steel. Since the hub when braking u. If it gets hot, with three-speed hubs with their relatively simple design it can't hurt to mix the lubricating grease (ball bearing grease) with a little graphite.

Today lubrication is with in virtually all hub for the transmission gear grease used (exceptions are the oil-lubricated Speedhub of Rohloff and the 11-speed hub by Shimano). It should also be used for the lateral wedge surfaces of the brake shoes, the slide bearings on the hollow axle, the friction springs and possibly for the adjacent ball rings (which otherwise contain roller bearing grease). Since some grease becomes resinous over time, it can't do any harm to mix it with oil (e.g. for the coupling block) or to fill in oil through the hollow axles afterwards. Some workshops also use pure oil for the Sachs hubs (e.g. gear oil), which must not be too thin and should not be used too generously so that it does not leak out of the hub. The brake cone and all other moving parts should be oiled, especially the pawls, so as not to stick them with grease.

The modern Shimano gear hubs with roller clutch (English "roller clutch") need an expensive special grease. Some mechanics use automatic transmission (ATF) oil for this, but this is not advisable as it can impair function.

In general, lubricants from the automotive sector are well suited. Gear hubs should be cleaned and relubricated every five to ten years.

literature

  • Bike repair manual. Delius Klasing, Bielefeld 1994, ISBN 3-7688-0867-X .
  • Béatrice Couzereau: Technical dictionary of two- wheel technology / Two Wheeler Technical Dictionary. German English French. BVA, Bielefeld 1990, ISBN 3-87073-054-4 .
  • Pryor Dodge: The Bicycle. Flammarion, 1996 The fascination of bicycles. History - technology - development. Foreword by Hans-Erhard Lessing . Moby Dick, Kiel 1997, ISBN 3-89595-118-8 ; Delius Klasing, Bielefeld 2007, ISBN 978-3-7688-5253-1 .
  • Michael Gressmann: Bicycle Physics and Biomechanics. Technology - formulas - laws. Moby Dick, Kiel 1987; 9th revised and supplemented edition: Delius Klasing, Bielefeld 2005, ISBN 978-3-7688-5222-7 .
  • Christian Smolik : Velotech
  • Fritz Winkler & Siegfried Rauch: Bicycle technology. Construction, manufacture, repair. Bielefelder Verlagsanstalt, Bielefeld 1980; 10th, revised and updated edition, ibid. 1999, ISBN 3-87073-131-1 .

Web links

Commons : Hub gears  - collection of images
Wiktionary: hub  gear - explanations of meanings, word origins, synonyms, translations

Individual evidence

  1. ↑ A good bike for little money. (PDF) In: kpoe-steiermark.at. Retrieved May 25, 2017 .
  2. ↑ Citybike: Bregenz-Vienna the hard way - Bicycle column: Radkasten - derStandard.at ›Lifestyle. In: mobil.derstandard.at. Retrieved May 25, 2017 .
  3. ↑ Paolo Faccinetti, Guido P. Rubino: Campagnolo - a company writes bicycle history; Delius Klasing Moby Dick; 1st edition 2009; ISBN 978-3-7688-5275-3
  4. ↑ a b c d e NuVinci and others - Efficiency measurements on hub gears - Part 2 in the magazine Fahrradzukunft, published in February 2014
  5. ^ A b Tony Hadland: The Sturmey-Archer-Story . Pinkerton Press, Birmingham 1987, ISBN 0-9507431-2-7 .
  6. ↑ SRAM: i-Motion comparison (PDF; 99 kB)
  7. ^ Prolonged Lead Times for Internal Hub Geared Bikes, February 3, 2015
  8. ↑ SRAM gear hubs
  9. ↑ Sram says goodbye to the hub gear business. In: radmarkt.de. March 16, 2017. Retrieved March 16, 2017 .
  10. ↑ a b c d e f g h i j MY10 XX Technical Manual. (No longer available online.) SRAM, archived from the original on January 31, 2016 ; accessed on January 31, 2016 .
  11. ↑ a b System comparison of the Alfine SG-S700 and Speedhub 500/14 hub gears
  12. ↑ N360 data sheet of the manufacturer (PDF; 899 kB)
  13. ↑ Instructions Shimano, PDF from the manufacturer
  14. ↑ Historical and current catalogs Sturmey Archer, Manuals Sturmey Archer, PDF and image files from the manufacturer
  15. ^ Catalogs and advertising by Fichtel and Sachs
  16. ↑ Brompton Product Announcement, Brompton Wide Range Hub, PDF, September 8, 2012
  17. ↑ http://www.schlumpf.ch/hp/schlumpf/antriebe_dt.htm Schlumpf-Drive manufacturer website for toothed belts
  18. ↑ Illustrated maintenance instructions for Pentasport hubs at Scheunenfun.de
  19. ↑ Comprehensive information on hub gears in English from Sheldon Brown
  20. ↑ Discussion of various lubricants in English in the comments on the Hubstripping.wordpress.com page
  21. ↑ Information on lubricating gear hubs at Scheunenfun.de