But what happens if you ride a gravel bike, and prefer the ergonomics, lever feel, reliability and brake performance of Shimano GRX Di2? Can you wire a Pinion Smart Shift gearbox to Shimano GRX Di2 levers?

One CYCLINGABOUT reader was dissatisfied with his TRP Hywire levers. Patrick found that the brake master cylinder leaked droplets of hydraulic fluid that accumulated over time and ended up on his hands and handlebar.

Patrick decided to go on a journey to see if Shimano GRX Di2 shift levers would work instead. This was never going to be a straightforward task as Shimano uses proprietary plugs for their Di2 system. In other words, you can’t just connect the Shimano wires to the interface of a Pinion Smart Shift gearbox.

But Patrick still found a way to combine Shimano GRX Di2 levers with a Pinion Smart Shift gearbox! You can read his step-by-step tutorial HERE.

How To Wire Shimano GRX Di2 Levers To A Pinion Smart Shift Gearbox

Inside Shimano GRX RX815 levers are two shift buttons that connect to a small, round “function box”. This function box contains the interface electronics for the Di2 plug. For Patrick to make this hack work, the Pinion Smart Shift wires would need to be soldered directly to the wires inside this function box.

Patrick first removed the rubber cover of his right-hand GRX Di2 lever and untightened a small screw to gain access to the function box.

Next, he had to get inside the function box. A cap had been glued over the body of the box, so Patrick carefully cut through the glue until he could insert a spudger and pry off the cap. And there it was – the circuit board with the interface electronics.

Patrick pried up the circuit board to reveal three wires connected to the shift buttons. The wires were de-soldered and the Di2 cable was pulled from its hole. He then used a multimeter to confirm the shift buttons were wired up to function as expected. Yellow was “shift up”, purple was “shift down” and grey was a common wire that completes the electrical circuit.

To conveniently connect and disconnect the lever, Patrick purchased two 3-pin Higo Mini-X connectors/sockets. He soldered one of the cables to the function box and the other to the wire that originally came with the TRP levers.

The hardest bit was soldering the new wires to the existing wires inside the function box. The box is incredibly small and the cable lengths inside the box were very short. Patrick also had to remember to put heat shrink on the wires before soldering.

Once everything was soldered together, Patrick decided to fill the whole box with hot glue to seal it from humidity and protect the wiring from vibration. There was no need to re-fit the original cap as the box was now fully potted with glue.

And just like that, Patrick likely had the world’s first Pinion-compatible Di2 shifter!

Connecting The Levers and Gearbox

The last thing to solder was the other Higo connector to the Pinion Smart Shift cabling connecting to the gearbox. Patrick then added some heat shrink over the wires and hid them all in his downtube.

Currently, the shift buttons on the Shimano GRX RX815 right side lever are working fine and reliably. If Patrick wanted, he could connect the left lever in a similar way to be able to shift with both hands.

You can see more pictures and information about the Shimano GRX Di2 hack HERE.

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It took me some time to work out why it was built this way – and in this article, I’ll be explaining it all.

This highly unusual bicycle was built by one of the most well-renowned tandem builders in the world, Co-Motion Cycles. This North American manufacturer has been busy hand-building bikes since the 1980s, and I actually once commissioned them to build a fully belt-driven tandem that I rode from Europe to Australia.

Ok, so why has the Pinion gearbox been separated from the cranksets on this bicycle? To understand, we need to learn a bit about how both Pinion gearboxes and tandem bicycles work.

Let’s start with the Pinion gearbox.

Understanding Pinion Gearboxes

What you’re looking at is an 18-speed Pinion bicycle gearbox. This is not dissimilar to gearboxes found in other industries, in fact, the designers of this gearbox are former Porsche automotive engineers.

Compared to derailleurs, Pinion gearboxes are less susceptible to damage, they don’t require any tuning or adjustment, they don’t wear out, and you can change gears any time. There is very little cleaning too – the only maintenance is the 10,000km oil change which takes no more than 15 minutes to complete.

The thing you need to know about these gearboxes is that, unlike a normal drivetrain, the drive sprocket moves at a different speed to the crankset and the speed varies depending on the gear selected.

In the first gear, the cranks rotate almost twice as fast as the drive sprocket (1 to 0.55). And in the 18th gear, the sprocket rotates significantly faster than the cranks (1 to 3.45).

Ok, so the changing sprocket speed is the first thing you need to remember. Let’s now discuss tandem bicycles.

Understanding Tandem Bicycles

Tandems use a timing belt or chain that links up the pedal speed of the front and rear riders. The sprockets of a timing gear are usually the same size, which keeps the front and rear cyclists pedalling at the same RPM.

The advantage of pedalling in-phase is that it’s easier to take off from stationary, it’s great for balancing, and both sets of pedals can stay up high when cornering.

But it’s worth noting that some tandemists do like to have their cranks out of phase, which can help eliminate the ‘dead spot’ in the pedal stroke. By setting the crank arms 90 degrees out there will always be one rider in the power phase.

Why This Pinion Tandem Drivetrain Has Three Belts

Knowing that the Pinion drive sprocket rotates at different speeds in different gears, it’s clear we cannot just connect this sprocket to another crankset like normal.

If we did, one rider would be pedalling at a vastly different cadence.

To get around this, Co-Motion has installed a typical timing gear on the non-drive side of their Pinion tandem with a 1:1 ratio.

The combined power of the riders is then fed into the gearbox using the first drive side belt. This belt essentially replicates what a Pinion crank arm does – feeding pedal power into the gearbox for a change in gear ratio.

Our last belt then sends the pedal power from the gearbox to the rear wheel just like normal.

After cracking the code of this bizarre drivetrain, it left me wondering why we don’t just put the Pinion gearbox at the rear cyclist’s crankset, and mount a second timing sprocket to the crank axle?

It turned out I wasn’t the first person to have this thought…

Campmajo’s Pinion Tandem Solution

Spanish custom bicycle builder, Campmajo, has built a few tandems with a Pinion gearbox at the rear crankset.

Campmajo machines a special sprocket spider that clamps firmly to the crank axle so that it can rotate at the same speed as the Pinion cranks. This allows for a 1:1 timing gear with the second crankset.

The issue with this setup is that it requires the drive side crank arm to be machined down to make space for the spider. But Campmajo has assured me they’ve extensively tested their modification and are so confident of its strength that they provide a 5-year warranty on it. The great news is that Pinion will still honour the factory warranty on the rest.

One downside to Campmajo’s design is that it might not be wide enough to fit two belt sprockets. This then had me wondering if it was possible to move the timing sprocket to the other side of the gearbox axle, and lo and behold, someone had already thought of that too.

Belt Bikes’ Pinion Tandem Solution

Dutch bike manufacturer Belt Bikes have created their own tandem crank arms for Pinion gearboxes. This has allowed them to build a sprocket spider into the left crank arm for a belt drive timing gear.

This is a super neat solution, however, the downside is that the q-factor – or distance between the crank arms – has been increased by 40mm to accommodate the new spider. This change in dimension could potentially result in knee-related pain for some riders, but it’s worth noting this is still 25mm narrower than many fat bike cranksets.

Summary

What started as an article describing a quirky Pinion tandem drivetrain took me down a rabbit hole of bikes and products I never knew existed.

It’s cool to see the custom bike community finding ways to fit Pinion gearboxes on tandems. While Co-Motion’s triple belt drivetrain is an interesting solution to the problem, if it were me, I’d be opting for the more simplified Campmajo spider and modified crank arm, or Belt Bikes Pinion tandem crankset.

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For those who aren’t aware, the Rohloff Speedhub 500/14 is an internally geared rear hub that has been servicing the demands of bike travellers for a few decades now. Inside the oversized hub shell are 14 gears that offer a wider gear range than most derailleur drivetrains.

The gears all sit inside an oil bath that’s sealed away from the elements. These hubs work great when the riding conditions are good and even better when they are not!

Rohloff hubs are especially popular amongst bike travellers and commuters who ride year-round. This is because they are very low-maintenance (especially when combined with belt drive), easy to clean, and impervious to dirt, mud, salt, and snow.

But one downside to the Rohloff hub has always been the necessary twist shifter which can be slippery when wet and hard to twist if you have sweat, mud, or sun cream on your hand. The twist shifter is also less ideal for those with limited hand or wrist mobility as it requires a lot of grip strength.

In addition, this shifter has always been awkward to fit to a drop bar bike.

While many aftermarket solutions have become available over the years, everything comes with compromises to either the ergonomics of the shifter (awkward shifter location), shift performance (long lever throw) or reliability (added shifter complexity).

The neatest and most popular solution is the Gebla Rohbox which allows you to use modified SRAM or Campagnolo shifters with your Rohloff hub. That said, some dislike the long lever throw, and find it slow to change multiple gears in quick succession. Users have reported shifting glitches too.

Now we have a new aftermarket electronic shifting kit for Rohloff hubs that promises instant gear changes with very little effort, and neat integration with drop bar gravel bikes.

Let’s take a closer look at the SternShift system.

SternShift Electronic Shifting For Rohloff Hubs

This shifting kit comprises three main components:
– An electronics box that contains the battery and the control board
– A set of gear shifters at the handlebar
– A rear gear mech that attaches directly to the Rohloff hub

This shifting kit is not wireless like you might expect. The system is instead fully wired from the shifters to the Rohloff hub. There is, however, a quick-release cable attachment at the rear wheel for quick and easy removal.

Mechanical engineer Hans-Hermann Herms spent three years developing the SternShift electronic shifting system. Approximately 50% of his time was focused on the hardware, and 50% on the software.

Flat or Drop Bar Electronic Shifting

The SternShift electronic shifters are available for both flat bars and drop bars.

The flat bar shifter clamps to the handlebar in the typical location and offers thumb shifting with dedicated up and down buttons.

The drop bar shifters are extremely compact and are designed to be mounted to the curved areas of drop bars. They are intentionally separated from the levers so that you are not tied to any specific brand of brake lever. To change gears, you use the sides of your thumbs to change gears (see video below).

Pressing the shifter buttons briefly changes one gear at a time. You also have the option of pressing and holding the shifter for a double-gear shift.

Hub Dynamo Powered or Battery Powered

You can choose whether you want a dynamo-powered or battery-powered SternShift system.

The dynamo-powered version is the neatest and most convenient, as the hub constantly supplies power to a small battery at the handlebar. The battery itself is capable of between 600 and 1800 gear shifts and can be optionally charged from a power bank while you’re cycling too. The charge level of the battery is displayed in green, yellow and red via an LED at the rear gear mech.

The system can also be used without a dynamo hub, although this is much less convenient as it will require frequent charging from a battery bank.

Pressing the shift buttons for more than three seconds deactivates or activates charging. This could be useful if you have a separate USB charger wired into your dynamo setup, or if you want to send 100% of your dynamo power to some bright lights.

After 20 seconds of inactivity, the system switches to ‘sleep mode’ to save power. It will switch back on automatically when you move the bike or press a shift button.

If the gears are changed more than 20 times while stationary (presumedly by accident), the system can even switch to ‘protection mode’ until you start cycling again.

SternShift Stem or Electronics Box

The central element of SternShift is the electronics box, which contains the battery and the control board. It’s also the place where all of the cables come together.

You can hide these electronics inside a specially designed stem with ports for the three cables. The stem is currently only available in a 90mm length and it has a ±6° angle.

Alternatively, there is an electronics box that’s mounted underneath your handlebar. This water-resistant tube houses a larger battery that can make three times more shifts between charges – if you aren’t powering the system from a dynamo hub, you’ll likely want this option.

Does SternShift Require A Special Frame?

Unfortunately, it does. The frame must have the long, non-drive side Rohloff OEM dropout to anchor the rear gear mech. That means you cannot use SternShift on a Rohloff frame that relies on the disc brake mount for its torque anchoring.

Is The SternShift System Waterproof?

SternShift is protected against water splashes, but not against full submersion. It also cannot be cleaned with a high-power pressure washer.

Can The SternShift Change Gears Under Load?

SternShift will change your Rohloff gears quickly and precisely, but not with full pedal force.

It shifts the same as any Rohloff hub, which means that you must ease your pedal force for a fraction of a second to make gear changes.

How Much Does The SternShift System Cost?

The SternShift kit has just hit series production.

The retrofit kit is €799 and can be configured for dynamo or battery power, and drop or flat bars. If you want the electronic components hidden inside a specially designed stem, the kit price jumps to €949. You can also buy the SternShift stem by itself for €199.

And if you have particularly deep pockets, SternShift is available with all Rohloff gravel bikes from Falkenjagd and Rennstahl and can be ordered in the configurator.

For more information on this Rohloff hub electronic shifting kit, make sure to check out the SternShift website.

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Belts are clean, silent, and can last 3-4 times longer than chains. They also do not rust and do not require any grease or lubrication. This keeps bike maintenance to a minimum (just a splash of water will do) and ensures you never get black marks on your hands or pants again.

But belt drive systems have always relied on the use of a gearbox or internal gear hub to provide multiple gear ratios… until now.

The prototype multi-speed belt sprocket that we’re discussing today could be an internal gear hub killer, replacing the 2 and 3-speed models sold on millions of bikes each year. Veer Shift Drive aims to combine the efficiency and performance of derailleur gear systems with the durability and low maintenance of belt drives!

In this article, I’ll first explain how external belt shifting works. I’ll then compare Veer Shift Drive against internal gear hubs, we’ll take a look at the most suitable bikes for this drivetrain, and we’ll finish up with some frequently asked questions.

So, how does this crazy transforming sprocket work?

How Does Veer Shift Drive Work?

Veer Shift Drive places six rotating segments onto a typical freewheel at the rear hub. On each side of the segments is a different number of belt teeth.

When the rider initiates a shift, the segments flip one by one, allowing the belt to transition to the opposite side. By the time all six segments have rotated 180 degrees, the diameter of the sprocket will have changed – increasing or decreasing the gear ratio of the bike.

The segment rotations are driven by pedal force, which allows the segments to flip at a rate that perfectly matches the rider’s cadence. You’ll also notice the rotations are all completed in the zone that’s never in contact with the belt – this guarantees the sprocket is always locked in one gear or the other.

A tensioner takes up the belt slack and ensures the belt stays on, even over rough terrain.

Upon product launch, the up and downshifts will be made using a wireless shifter at the handlebar, but a cable-operated shifter will be available down the line.

Two-Speed Belt Drive Shifting

As far as I’m aware, this futuristic-looking drivetrain is the first two-speed belt sprocket for bicycles.

Instead of the belt shifting across the rear sprockets as we see on chain drive, this sprocket shifts underneath the belt. This is an important feature as belts must operate in a perfectly straight line.

The high gear is 1.4X larger than the low gear (140% gear range), which might not sound like a lot, but it can be all a bicycle needs in a flatter urban setting – especially if fitted to an electric bike.

You can think of the second gear as an ‘overdrive’ gear for high-speed cruising or a ‘bailout’ gear for climbing up hills. For reference, competing internal gear hubs have a range of 138 to 186%.

Shift Drive drops in place of a cassette (or a drive sprocket) on existing wheels. In fact, this drivetrain should be retrofittable to almost any bike, as the tensioner provides the appropriate belt tension, and the Veer belts can uniquely be split and installed on any bicycle frame.

External belt shifting could end up on the full gamut of bikes, including folding bikes, and even full suspension mountain bikes.

So, what are the main advantages of external belt shifting when compared to internal gear hubs?

Advantages of External Belt Shifting

Regarding functionality and cost, Shift Drive will compete with the 2 and 3-speed Shimano, Sturmey Archer and Bafang hubs found on urban and commuter bikes.

This drivetrain holds a surprising number of advantages over internal gear hubs.

To start, it’s a full kilogram lighter and can operate with a higher drive efficiency. This is because it engages fewer components than a gear hub – after all, planetary gear sets whir away inside hubs and generate friction.

With external belt shifting, you can shift under full power, and there won’t be a big clunk between gear changes. This is because the belt slowly transitions across the morphing sprockets, allowing for super smooth gear changes.

Unlike internal gear hubs, Shift Drive is compatible with rear hub motors found on the majority of eBikes around the world. This is a big deal as bikes with rear hub motors are currently limited to using either derailleur gears or expensive gearboxes. Shift Drive would bring low-cost shifting and belts to a new category of eBikes.

External belt shifting is compatible with mid-drive motors too, and it’s perhaps even more suitable than a gear hub as it can potentially handle more input torque.

And in the event of component failure, replacing a belt sprocket will be much easier than cutting an internal gear hub from a wheel, and re-building it onto a new rim.

The advantages of Shift Drive all sound pretty good. But it’s important to note that internal gear hubs have been refined on bicycles for over a century, so they will be a tough component to beat!

Let’s now understand why they are so great.

Advantages of Internal Gear Hub Shifting

Gear hubs have proven the test of time. They are affordable and reliable thanks to their enclosed design that protects the gears from the elements, extending the hub lifespan, and ensuring consistent performance.

Gear hubs require very little maintenance and you can shift gears anytime, including while stationary.

In addition, the shifting of most internal gear hubs is made using a reliable cable-activated mechanism. No batteries, electronic components, or wireless signals are required to make shifts, keeping things as simple as possible.

Right, what will it take for Shift Drive to beat internal gear hubs?

What Will It Take To Beat Internal Gear Hubs?

As Shift Drive is still in development, it will take a while before we know whether it’s high-performing, reliable, and long-lasting.

If Veer wants to go head-to-head with multi-speed hubs, here are some things they will need to perfect:

• The multi-speed belt sprockets need to last as long as regular belt sprockets.
• The rotating segments need to be packed with grease, and well-sealed so that they can freely rotate even with exposure to dust and debris.
• The belt needs to stay on the sprocket under high torque applications, as well as over rough terrain.
• The wireless shifter needs to be fast and accurate, with a user-friendly design.
• The tensioner needs to be durable and silent in operation.

If any of these things are not up to scratch, bike manufacturers will simply stick to tried and tested internal gear hubs.

Let’s now take a look at the types of bikes that will best suit Shift Drive.

What Kind of Bikes Are Suitable For Veer Shift Drive?

Budget Urban Bikes

Low-cost urban bikes are designed to be as low-maintenance and reliable as possible, so it makes sense to pair them with multi-speed belt drives. Bikes in this category include commuting bikes, folding bikes, rental bikes, and beach cruisers. The Priority bike range will give you a good idea of what these bikes look like, and how they are priced.

Mid Drive eBikes

Mid-Drive urban eBikes like the Yamaha B01 are another bike category that’s suitable for Shift Drive. Mid motors can take advantage of the lower gear ratio to provide more wheel torque up steep hills, allowing the motor to operate more efficiently, and increasing the overall range. Alternatively, bike manufacturers could leverage the lower gearing of Shift Drive to instead fit smaller, lighter and less powerful motors to their eBikes, which would allow for smaller batteries too.

Hub Drive eBikes

Shift Drive would also be suitable for hub drive eBikes from brands like Rose, Geos, and Urwahn. While the motor will not take advantage of the lower gearing on steep climbs, the rider will be more effective at helping the motor, which ultimately increases eBike range.

Bikes That Need More Gear Range

A niche application for Shift Drive could be to broaden the gear range of a gearbox drivetrain. Currently, those who are dissatisfied by the gear range of their gearbox or gear hub will usually fit a two or three-speed planetary gear crankset, but Shift Drive could be a lighter, cheaper and more efficient option.

Light Electric Vehicles

Veer has made it quite clear they want their products on more than just bicycles. Shift Drive could also end up on lightweight scooters, mopeds and all kinds of urban delivery vehicles.

Before I sum everything up, let’s go through some frequently asked questions to make sure you’re fully informed about this unique drivetrain.

Veer Shift Drive FAQs

How much will Veer Shift Drive cost?

If Veer wants this gear system to be competitive with internal gear hubs, the sprocket and tensioner will likely need to cost US $150 or less.

How much will Veer Shift Drive weigh?

The front sprocket, two-speed rear sprocket, belt, and tensioner total 570 grams. This means it’s about 50% heavier than *just* a chain, or around a kilogram lighter than an internal gear hub with a belt drivetrain.

What would happen if the rotating segments jammed?

If any of the rotating segments jam with debris, there is an internal clutch-like mechanism that will prevent the shift from occurring. The worst-case scenario is that you would be locked into one gear should you jam a segment.

What would happen if you stopped pedalling mid-shift?

The gear change would simply pause temporarily, and resume once you’ve started pedalling again – just like a derailleur.

Do the missing belt teeth in between the segments affect the performance?

There will undoubtedly be more flexing in the belt, but whether this translates to durability concerns or additional drive resistance, we simply don’t know yet.

Summary

Veer Shift Drive is a novel prototype that certainly shows a lot of promise.

Compared to internal gear hubs, Shift Drive could be lighter, more efficient, easily serviced or replaced, compatible with hub motors, shifted under full power, able to handle more input torque, and easily retrofittable to existing urban bikes.

If Veer wants this to be the drivetrain of choice on millions of urban bikes around the world, they will now have to prove Shift Drive is reliable and long-lasting.

Let’s wish them the best of luck.

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Like other planetary gear hubs, the Kindernay promised a long-lasting drivetrain with less maintenance, zero gear adjustment, instant shifts, and components that are less susceptible to wear and damage.

The Kindernay 7 and 14-speed hubs had a few defining features:

• The gearboxes could be separated from the hub shell and you could move them between multiple wheelsets
• They used hydraulic trigger shifters
• They were designed specifically for 12mm thru-axles
• They were lighter than the competition (and only 400 grams heavier than a Shimano Deore derailleur setup!).
• They had a higher torque rating than other internal gear hubs
• They had a wider gear range than other internal gear hubs
  

Unfortunately, I’ve just heard some bad news from Kindernay…

The Kindernay Bankruptcy

The company behind Kindernay, CA Technology Systems, recently filed for bankruptcy according to an article on Shifter.no.

The trustee of the company is currently considering selling the assets and rights to the gear hubs. A date for a possible auction has not yet been set.

At this stage, aftersales support for existing Kindernay users is unknown. Hopefully, a large array of spare parts will be made available to a bicycle shop or distributor.

The Kindernay Void

It’s always sad to see a high-quality, niche cycling product disappear from the market. While not perfect, the Kindernay hubs had some appealing advantages over the competition.

Unlike most other internal gear hubs, these hubs were designed for mountain biking. The 7-speed hub added very little weight to a bike compared to a 1X drivetrain (300 grams extra unsprung mass), and the hydraulic trigger shifter was a welcome alternative to the grip shifters found with most internal gear hubs.

A defining feature was the Kindernay system’s modularity. This meant you could own one expensive gearbox that could be transferred between wheels. For example, you could leave the gearbox in your mountain bike year-round, but swap it into your fat bike in winter, or touring bike when you set out for your annual adventure.

These unique features will be missed.

What Are The Kindernay Hub Alternatives?

The closest internal gear hub currently is the Rohloff Speedhub. It has the same number of gears (14), a similar gear range (526% vs 543%), and almost identical gear steps (13.6% vs 13.9%).

After 25+ years of production, Rohloff hubs have an excellent track record for reliability and longevity. One owner has even cycled over 470,000km on one! These hubs have also been tested to have low frictional losses, which means the maximum amount of your pedal power will go toward driving you forward.

There are some other new internal gear hubs worth mentioning too.

The 3X3 Nine is a 9-speed hub that’s made in Germany and offers a choice between an electronic shifter and a regular grip shifter.

This hub has a bigger gear range (554%) and fewer gears than a Kindernay. This results in rather large gear steps of 23.8%, almost twice that of the Kindernay or Rohloff hubs.

Large gear steps like this are indicative that 3×3 is targetting the electric bike market. As e-bikes accelerate faster, it’s not uncommon to find yourself changing two or three gears at once on a typical drivetrain. Larger gear steps ultimately mean less shifting is required on eBikes, however, it also makes the hub less suitable for standard bikes as you might find yourself ‘in between gears’ more frequently.

Another indication that the hub is designed around eBikes is that it will handle 250Nm of input torque from a mid-drive motor. This is significantly more than both Kindernay (160Nm) and Rohloff (130Nm).

Interestingly, the 3×3 hub is lubricated with grease instead of oil. This lubrication choice has allowed 3×3 to reduce the hub maintenance. The grease change interval is a lengthy 25,000km, a figure five times further than the oil-change interval of a Rohloff hub (5000km).

Another fascinating German-made gear hub that’s available for pre-order is the Revolute Hub1.

This six-speed hub has been primarily designed around eBike use, so it too can handle 250Nm input torque. This hub has a narrower gear range (400%) than most gearboxes, and larger gear steps too (30%+).

An interesting feature of the Revolute hub is that it doesn’t spin backward! This means that when you stop on a hill, you do not need to pull your brakes to prevent the bike from rolling backward. This will be especially handy with heavily laden cargo bikes but could be nice on a regular bike too.

Lastly, don’t overlook the Shimano Alfine hubs.

These are notably quiet in operation, well-priced, and generally reliable. I really like the electronic shifting versions, which help to boost the reliability of the hub, and you can pair these hubs with the excellent Shimano Di2 drop bar shifters on a gravel or commuter bike.

Summary

The modular design of the Kindernay was nifty, the hubs were lightweight, and the hydraulic trigger shifter was a neat alternative to the usual grip shifter.

It’s sad to see Kindernay file for bankruptcy. I hope a sale of the assets and rights to the hub comes to fruition, and that the hubs can live on through another company.

Luckily for consumers, there are still a handful of other high-quality internal gear hubs available. For alternatives similar to Kindernay, I’d recommend looking into Rohloff, 3X3, Revolute, and Shimano Alfine hubs.

The post The Kindernay 14-Speed Gear Hub is No Longer (They Went Bankrupt) appeared first on CYCLINGABOUT.com.

But technology has come a very long way since the 1800s, especially when it comes to textiles – so, perhaps a rope, or “String Drive” bike is the ultimate solution?

In this article, I’ll introduce you to a very special chainless drivetrain that uses Dyneema ropes to propel you forward. These bikes were produced from 2011 to 2021 and used similar ropes to those found in fancy bicycle spokes, paragliding lines, sailing ropes, and even human-powered helicopters.

Here are some quick facts about String Drive to whet your palate: it’s completely grease and oil-free, it has 19 non-overlapping gears, you can change the gears while stationary, and the gears don’t ever require adjustment.

To prove that String Drive is no gimmick, Ferenc Szonyi (an ultra-endurance cyclist) used this drivetrain in the insane Race Across America, a non-stop 4,800 km cycling event (3000 mi). In just 11 days and 10 hours, the athlete on the String Bike completed the route. That’s a crazy 422 km (or 262 mi) per day!

Of course, there are downsides to a rope drivetrain too. So, let’s dive deep into the technology and determine if we will see ropes on bicycles again.

How Do String Drive Bicycles Work?

I know it looks crazy and complicated, but it’s actually rather simple in operation.

You pedal in a circular motion just like normal, however, instead of rotating a chainring, the crank arms move two levers that pull on ropes attached to either side of your rear wheel. The levers take it in turns to pull your wheel forward, with the ropes winding and unwinding neatly on the rear drums.

Incredibly, Dyneema ropes have a higher strength under tension than a bicycle chain.

A 3.5mm rope can handle over 16,700N of force, which is twice the industrial standard for bicycle chains (8000N). To put this into context, the best Tour de France sprinters don’t even hit a quarter of the tensile strength of these ropes. That’s pretty impressive considering these ropes float in water!

The gear ratios are changed by moving the front pulley up and down recesses in the lever arms. There are 19 gear options, where the highest gear is about three times larger than the smallest (304% range). This is equal to a traditional road bike drivetrain (53-39tT + 11-25T), or Shimano Alfine 8-speed internal gear hub.

You can choose between three rear drum sizes that can either give you lower gears for the hills, or higher gears for the flat.

The ropes typically last 1000 to 2000 kilometres, and as they don’t absorb water, they can be used in wet conditions and even snow. That said, grit significantly affects longevity, so while it can handle extreme conditions, it performs best when the conditions are good.

Let’s talk about advantages.

The Advantages of String Drive Bicycles

To start, this drivetrain runs smoothly and silently without any grease or oil. This virtually eliminates drivetrain maintenance, and means that you’ll never get grease on your hands or pants ever again.

Once set up, String Drive doesn’t require any gear adjustment, and the gears won’t ever skip when you change them. In fact, you can change gears any time with this drivetrain: that’s while stationary, while coasting down a hill, and even under a full pedal load.

There is also no rear derailleur to damage or bend out of whack, and while the lever arms are large and exposed, they sit high and out of harm’s way.

Interestingly, the advantages we’ve discussed so far are all shared with an internal gear system paired with a belt. Let’s now discuss the advantages exclusive to String Drive.

Firstly, the pedals automatically rest at the most favourable starting position, so you can just get on your bike and ride.

While most drivetrains wear out the front and rear sprockets, as well as the chain or belt, the only regular consumable on String Drive is the ropes, which are about $10 each. The spare ropes can be easily stored inside your seatpost, and anyone can change them in about five minutes without removing the rear wheel.

String Drive is also designed to minimise the ‘crank dead spot’. It does this by decreasing the gear ratio at the top and bottom of the pedal stroke, and increasing it when you can exert the most force. This provides torque to the rear wheel over a longer duration, which is said to be more efficient – it has the same effect as using an oval chainring on a chain drive bike.

When you remove the rear wheel, the entire drivetrain stays with the frame. This makes for easy wheel removal and it’s great for transport too – you can put the dirty wheels into bags, and the bike travels cleanly. The bike will also stand up by itself without its rear wheel fitted.

When these bikes were available, the price was quite reasonable. City bikes were just over €1000 (~US $1100), which was excellent considering that the frame and many of the high-quality components were manufactured in Europe.

The last advantage is that the gears are spaced very close together, which allows you to almost always find the perfect gear ratio. This is not dissimilar to the Enviolo hub we recently analysed. To illustrate just how close these gear ratios are, each step on an 11-21t cassette (1-tooth difference between each gear) is still 50% larger than what String Drive offers (7.5% vs 5%).

String Drive has shown some significant advantages, so what are the downsides?

The Disadvantages of String Drive Bicycles

One reason why String Drive never took off is that the drivetrain cannot be installed on any bike. Instead, a specially designed frame must be used – one with the right guides and attachments, and with notably wide dropouts to fit the two rear drums.

Not only did the frame need to be special, but almost all components and spare parts were exclusive to StringBike, making them hard to obtain.

The design of the drivetrain itself also made it a hard sell. This is because the left side drum occupied the same location as a disc brake rotor, which meant the drivetrain was only compatible with rim brakes. While rim brakes offer acceptable performance, disc brakes have become the industry standard – limiting the versatility of this drivetrain.

Modern drivetrains are ideally eBike compatible too. Unfortunately, there was no easy way to make a String Drive electric bike as the components occupied the same space as mid-drive and rear hub motors.

The Dyneema ropes also wore out quickly compared to other drive options. The best chains offer top-level performance for between 4000 and 7000km, while modern belts can last upwards of 30,000km (both with contamination). In comparison, Dyneema ropes only lasted 1000 or 2000km.

A grip shifter needed to be used to change gears on a String Bike. Some users found these shifters stiff to rotate, especially when they were wet. Grip shifters don’t integrate very neatly on drop bar bikes compared to modern brake/shift levers either.

As you need lever arms, ropes, and drums on both sides of the bike, there was a weight penalty of approximately one kilogram (2.2lbs) compared to a derailleur bicycle.

A String Drive bike was also likely less efficient than a chain drive bike. Converting from rotary motion to reciprocating motion, and then back to rotary motion is never particularly efficient, and additionally, this drivetrain has many sliding surfaces that generate friction.

That said, the drive efficiency might just be superior to a gearbox or internal gear hub. The fact that four amateur cyclists could average 33km/h for 24 hours on String Bikes (Hungaroring 24H race), or that an endurance cyclist could cover over 420km per day (in the RAAM) suggests that drivetrain losses are not unreasonable.

The String Drive gear range was also small by modern standards (304%). It worked fine for most urban environments, but it became a bit limited if you wanted to climb both steep hills and have the gears for high-speed cruising too. For context, most road bike drivetrains now offer a 450% gear range and off-road drivetrains regularly exceed 500%.

Why Didn’t String Drive Take Off?

With the pros and cons laid out, you should have an idea about why String Drive didn’t take off.

Ultimately, the proprietary frame and components made it a really difficult sell, as did the clunky grip shifter, additional weight, lower drive efficiency, and short wear life of the ropes.

Furthermore, String Drive didn’t come out at a great time. It was developed just as disc brakes were becoming standard on bicycles, right when electric bikes were turning into the largest area of growth in the bike industry, and just as belt drive and internal gear systems had finally become a suitable alternative to chains and derailleurs.

Let’s finish this article with some of String Drive’s interesting quirks.

Other Interesting String Bike Quirks

Firstly, you can pedal backward and the bike will move forward! This is because the levers will always pull the ropes, no matter the direction your pedals are moving.

You also have the opportunity to set different gear ratios for each crank arm by using different-sized rear drums. This could be useful for those with a leg injury, or for training up a leg with a muscular weakness.

The reduction in ‘crank dead spot’ is another fascinating quirk. As I previously mentioned, String Drive was designed to decrease the gear ratio at the top and bottom of the pedal stroke and increase it when you can exert the most force.

While this sounds like a genius idea, it’s actually inconclusive whether there is a biomechanical advantage to using an elliptical driving path. According to carefully controlled biomechanical studies, your ankle movement changes when you ride with non-circular chainrings, and this change in movement effectively cancels out any possible additional power generated at your knees and hips.

That said, some people prefer the ‘feel’ of non-circular chainrings, and others say that they notice less strain on their knees, so I think reducing the crank dead spot is still an idea worth pursuing.

Summary

I honestly thought String Drive was a bit silly when I began investigating it. But after analysing every aspect of its design, I’m actually really impressed. The entire drivetrain is well thought out, and I had no idea that Dyneema rope tensile strength was so high.

The ropes are clean, maintenance-free, cheap, and easy to replace. I can certainly see how the designers imagined their bicycle drivetrain revolution, but unfortunately, they did not anticipate just how important disc brakes, electric motors, gearboxes, and belts would be in the decades to come.

The post Are Chainless String Drive Bicycles a Genius or Terrible Idea? appeared first on CYCLINGABOUT.com.

The efficiency of a clean and lubricated derailleur drivetrain is usually upwards of 97%. This simply means that 97% of the power that you put into the pedals is going into driving your rear wheel, and the remaining 3% is lost to friction.

The drive efficiency varies with the lubricant used, the quality of the drivetrain components, how worn the components are, the front and rear sprocket sizes, the chain angle, the chainring tooth shapes, the chain link shape, the rear derailleur’s one-way clutch design, the jockey wheel sizes, the power output and cadence of a rider… and more! A combination of these variables is why we see frictional differences between 1X drivetrains and 2X drivetrains.

The drive efficiency also varies significantly depending on the chain ‘dirtiness’ where the type of grit, amount of grit, and amount of lubricant left all play a role.

With all of these abovementioned variables, knowing exactly how much a ‘dirty chain’ slows you down is an impossible task. However, the following data should give us a good idea.

Note: the cover photo is by Tim Bardsley-Smith from when I biked the Mawson Trail.

How Do We Determine Drivetrain Efficiency

The drive efficiency data that we will be discussing was collected about a decade ago by Friction Facts, an independent test lab. I’ve previously analysed Friction Facts data in my articles that looked at the efficiency of belt drivetrains (the most recent belt data is found HERE) and 1X vs. 2X drivetrains.

All tests were conducted using a special test rig with a chain tension simulating 250 watts of power output. The cadence was set to 90 RPM. Each chain was run for five minutes, with data captured at the end of each five-minute run. When the chains were installed and removed from the test rig, they always faced the same direction.

The test rig is accurate within +/- 0.02 watts, and system losses from the four ceramic bearings in the equipment have been subtracted from the final results.

The Efficiency of A Dirty Bicycle Chain – Test #1

In this first test, a perfectly clean chain with a light oil-based lubricant ran at 97.6% drive efficiency.

The efficiency dropped by 2.8% after a test period in the rain*, and it was 3.2% less efficient with some wet mud contamination. Once the mud contamination had dried, the efficiency had dropped to 92.8%, which means that almost 5% more of your pedal power is now being lost to the dirty drivetrain.

*Unfortunately, details about the test period duration or conditions were not made available.

The Efficiency of A Dirty Bicycle Chain – Test #2

Friction Facts conducted a different test using six participants at a bicycle race in Boulder, USA. The chains were tested both before and after the one-hour cyclocross race to determine their drive efficiency after grit exposure.

Three participants were given Ceramic Speed UFO V1-treated chains, which are coated with a hot wax that dries onto the chain and provides lubrication. The other three participants used more common light oil-lubricated chains.

After the race, Friction Facts found the wax-treated chains lost an average of 0.7% drive efficiency, while the oil-treated chains lost an average of 1.7%. The likely reason for the difference here is that the wax lubricant simply collects less grit and even provides a barrier to stop it from entering the chain links.

The Efficiency of an Unlubricated Chain Drivetrain

The noise of a bicycle chain is usually a good indicator that additional friction is being experienced. After all, chain links are metal-on-metal so they need some form of lubrication to run smoothly.

What happens to the drive efficiency when you have no lubricant left on your chain? I’m glad you asked.

For this test, six different chains were perfectly cleaned and applied with a light oil-based lube. When they were put on the test rig, the drive efficiency exceeded 97% in all cases.

Next, the six chains were stripped back to bare metal with an ultrasonic cleaner. The drive efficiency was re-tested and was found to be as low as 89.6% and as high as 92%.

When we average out the decreases in efficiency we find that 6% of your pedal power is being lost when you don’t have any chain lubricant left. Even a dry muddy chain with a bit of lubricant works better than a chain without any lube!

Try to remember this next time you’re dealing with a squeaky chain…

How Much Does A Dirty Chain Slow You Down?

Using Bike Calculator, we can now simulate the speed differences between a perfectly clean and lubricated chain, and a chain of varying ‘dirtiness’. I will be using the Friction Facts data from the first test, and an average of the data from the unlubricated chain test.

Let’s assume our rider, bike, and equipment weigh a total of 85kg (187lb). The rider is on a gravel bike with their hands in the brake hoods.

Simulated Average Speed On Flat Gravel Terrain (250-Watts):

Clean and Lubed – 31.38km/h
Rainy and Lubed – 30.99km/h – 1.2% Slower
Wet, Muddy and Lubed – 30.94km/h – 1.4% Slower
Dry, Muddy and Lubed – 30.71km/h – 2.1% Slower
No Lubricant – 30.53km/h – 2.7% Slower

The differences in cycling speed are perhaps not as large as you’d think. This is because wind resistance and tyre rolling resistance are usually the two biggest forces that you work against on a bicycle.

Depending on the chain ‘dirtiness’, the reduction in cycling speed works out to be between 1.2% and 2.1%. And using a chain with no lubricant at all makes the bike almost 3% slower!

As the Friction Facts lab test was conducted at a power output that’s higher than that of the average cyclist, let’s run a simulation at a more suitable power output of 150 watts.

Drivetrain friction reduces linearly according to data shown in the belt drive test. This has allowed me to estimate a 31% reduction in friction for each chain condition when we drop from a power output of 250-watts to 150-watts.

Simulated Average Speed On Flat Gravel Terrain (150-Watts):

Clean and Lubed – 24.75km/h
Rainy and Lubed – 24.36km/h – 1.6% Slower
Wet, Muddy, and Lubed – 24.30km/h – 1.8% Slower
Dry, Muddy, and Lubed – 24.07km/h – 2.7% Slower
No Lube or Contamination – 23.88km/h – 3.5% Slower

The differences in speed are a bit larger with a lower power output. This is mostly due to the reduction in wind resistance. We now see a speed reduction of 1.6% to 2.7%, depending on the chain condition. And your speed could be 3.5% slower if you forget to lube your chain!

Summary

This data shows that a dirty bicycle chain can be anything from 92.8% to 96.8% efficient (depending on the contamination) and this can reduce one’s cycling speed by approximately 1% to 3%.

We see bigger differences in cycling speed when we test the aerodynamics of different luggage setups and the rolling resistance of different tyres.

That said, keeping your chain clean and lubricated is not a difficult task. When your drivetrain is running well, you will not only go faster, but your bike will be quieter, and you will experience less wear on your drive components – saving you money.

The post How Much Does A Dirty Bicycle Chain Slow You Down? (Drive Efficiency Test) appeared first on CYCLINGABOUT.com.

If you are riding (or considering) a Pinion gearbox bike, your only shifter options for drop bar bikes have been the grip shifters provided by Pinion.

However, the ergonomics and performance of this shifter location are highly compromised. You need to move your right hand away from the brake hoods to complete all shifts, and you need a special handlebar to fit them.

In addition, the shifter can be slippery when wet and can be hard to twist if you have a bit of sweat, mud, or sun cream on your hand. The gearbox cables are also not hidden neatly under the bar tape as many would like.

The recent release of the new 2024 Pinion gearboxes (Smart Shift) ultimately allows for the best drop bar gearbox shifting possible. But this is not the perfect solution for everyone – there is a higher price, you have to keep the electronic shifter battery charged, and you cannot retrofit these electronic shifters to older Pinion gearboxes.

The New HILITE Hibox Shift Adapter

HILITE has found a mechanical solution that allows you to fit your favourite drop bar shifters to any Pinion C-Line gearbox bike.

By installing a new “shift adapter”, you change how the cables pull at the gearbox, matching the pull ratio of many standard drop bar shifters (with a minor internal modification). This allows existing Pinion C-Line gearbox users the option to upgrade their shifters, and I’m sure the product will be popular with bike builders too.

The shift adapter allows you to use Shimano GRX/105 shifters, SRAM Rival/Force/Red shifters, and various Campagnolo shifters too. The shifters can be paired with hydraulic brakes or mechanical brakes, depending on the model you choose.

In the future, you will also be able to pair SRAM and Shimano trigger shifters for mountain bikes too. But we’ll have to wait a bit longer for that upgrade kit.

How Well Does The Hibox Shift Adapter Work?

The Hibox shift adapter allows you to assign your right shifter for changing to higher gears, and your left shifter for changing to lower gears (or vice versa). This is typically how people set up the shifting of SRAM electronic groupsets.

The Hibox is not the fastest way to move through your gears – each press of the shift paddle is just one gear shift at the gearbox. If you would like something more responsive, you will want to look into the 2024 Pinion gearboxes with Smart Shift.

See a video of the Hibox shifters in action HERE.

The Shimano GRX brake hood ergonomics are some of the best around (in my opinion). The hood shape does a great job of distributing pressure over more of your hand, ensuring all-day comfort. The raised ribs on the hoods provide better grip in the rain when your gloves are wet and covered in grit. One-finger braking works out to be more effortless on the GRX shifters too.

How Much Does The Hibox Shift Adapter Cost?

The shift adapter is expensive due to the high-precision components and low production volumes. It comes in either a black or silver anodised finish and will start shipping in late October 2023.

Hibox Shift Adapter only – US $333 / 300CHF / €315
Shimano GRX RX600 + hydro brakes – US $1222 / 1100CHF / €1158
Shimano GRX RX800 + hydro brakes – US $1333 / 1200CHF / €1263
Shimano 105 + hydro brakes – $1244 / 1120CHF / €1179
SRAM Rival + mechanical brakes – US $733 / 660CHF / €695
SRAM Rival + hydro brakes – US $1144 / 1030CHF / €1084
SRAM Force + mechanical brakes – US $866 / 780CHF / €821
SRAM Force + hydro brakes – US $1255 / 1130CHF / €1190
SRAM Red + hydro brakes – US $1555 / 1400CHF / €1474

Complete HILITE Gravel Bikes

Alternatively, you can treat yourself to a complete HILITE gravel bike!

A complete titanium build with a 12-speed Pinion gearbox, Gates Carbon Drive, and Shimano GRX shifters starts at 8000CHF (US $8882).

As pictured, the bike tips the scales at 11.5kg/25lb. However, HILITE has some tricks up its sleeve to get their Pinion gravel bike under 10kg/22lb if you were to throw more money their way.

Get your hands on the Pinion Hibox shift adapter HERE.

The post You Can Now Use Shimano GRX Shifters With Pinion Gearboxes (Hibox Shift Adapter) appeared first on CYCLINGABOUT.com.

Pinion gearboxes are offered with 6 and 18 gears, are weather-sealed from the elements, are super quiet, are belt-drive compatible, and require very little maintenance – just an oil change every 10,000km (6200mi). They can potentially last a lifetime too; many users have already exceeded 100,000km (62,000mi).

The 2024 update addresses two key issues that have long prevented the widespread adoption of gearboxes: shifting under pedal load, and the need to use a grip shifter to change your gears.

In this article, we’ll look at the new shifter options and why they are a game-changer in this space. I’ll explain how these gearboxes shift under load, and we’ll discuss why this update tips the balance and is a derailleur killer for many riders.

The 2024 Pinion Gearboxes

The 2024 range might look identical to the Pinion C-line gearboxes but they have been redesigned to cope with stronger shifting forces, there is a new crankset design, there are integrated sensors, and the way the electronic shift cables feed into the gearbox is different too.

You can identify these new gearboxes by looking out for an “i” in the product name (eg. C1.12i), and importantly, they are not compatible with a grip shifter.

The Problem With Grip Shifters

Grip shifters have long been a sticking point for both existing gearbox users and potential new customers alike.

Some people simply don’t like grip shifter ergonomics, but more practically, they can be hard to rotate when they are wet or muddy, or when you have sweat or sun cream on your hands. They can also be a problem for those who have wrist conditions, wrist injuries, or as a result of hand fatigue from endurance cycling.

Additionally, there has never been a great way to mount grip shifters on drop bar bikes… until now.

You might have already seen the Pinion electronic trigger shifter, as it was released last year for e-bikes, and is also used with the new combined Pinion Motor Gearbox Unit.

However, the mountain bike trigger is now available for those who prefer to ride without battery assistance, and there are new drop bar shifters too. These shifters are wired to a tiny battery near the gearbox and complete gear changes in just 0.2 of a second. Like all gearboxes, you can shift gears whether you’re pedalling or not.

You might think electronic shifting is completely over the top, but it’s actually essential for shifting under pedal load. This is because the gearbox can now engage the next gear when your crankset is at the vertical position, which is when there is a natural slump in torque.

The shifts don’t feel quite as immediate as a derailleur, but they’re definitely faster than other gearboxes that require you to briefly let off pressure from the pedals. And a cool thing is that you can move from the lowest to the highest gear in about two seconds flat, which is surprisingly useful when a trail instantly pitches up.

The New Trigger Shifter

The trigger shifter has a very familiar shape, and its rubberised haptic button surfaces have an excellent grip and feel. As it’s electric, you can decide which button shifts up and which shifts down.

On a battery charge, the shifter will make approximately 20,000 shifts, which will likely last multiple months for most users. The battery is small and waterproof and can be mounted either inside or outside the frame. It’s fully charged in under three hours.

With pedal and wheel sensors, new semi-automatic shifting modes are also possible. For example, when coming to a complete stop, the gearbox can automatically shift to a start gear. Or when coasting, you can ask the gearbox to make automatic shifts based on your speed and pedal cadence. The gearbox will then have the perfect gear lined up for when you next need to pedal!

These gearboxes use a Bluetooth Low Energy (BLE) interface and can be connected to the Pinion Smart Shift app. This is where you can configure the shifting behaviour and button assignment, and see information about the charging status and firmware updates.

There is also an optional Sigma display that will show your gear indicator, charging status, cadence, and even turn-by-turn navigation via Komoot.

Currently, the only brands to announce using the new trigger shifter are Priority Bicycles, Viral Bikes, and VSF Fahrradmanufaktur.

The TRP Drop Bar Shifters

The trigger shifter is certainly welcome news, but the drop bar shifters might even be more exciting as they bring Pinion gearboxes to gravel bikes.

Drop bars allow you to ride in a more aerodynamic riding position that’s simply more efficient for covering distance. They also offer multiple handholds, they can be better for splitting traffic in cities, and some find the hand and wrist angles to be extra comfortable too.

Pairing drop bars and gearboxes is usually clunky at best. There are a handful of aftermarket shifters that are designed to do the job, however, the shifter throw is often long, and the shifts are usually just one shift per movement.

Yes, you can install Pinion grip shifters onto some drop bars, but then you don’t have easy access to the shifter while riding in the brake hoods. The cables sometimes even require extra maintenance as they incorporate additional springs and ratchets into the system.

The new TRP/Pinion electronic shifters have an excellent shape and pair with TRP hydraulic brakes too. Both the brake line and the cable to the Pinion Smart Shift Box run invisibly under the bar tape or inside your handlebars for a super neat look.

The only confirmed bike model with the drop bar shifter is the Pilot Scram.

What Are The Downsides of A Pinion Gearbox?

With the ability to shift under load, and the shifters now sorted, Pinion gearboxes will probably tip the balance over derailleurs and be the ultimate drivetrain for many cyclists. Imagine never adjusting your gears, destroying a derailleur, replacing a cassette, or even cleaning and lubing a chain.

So, what are the downsides?

Firstly, the Pinion gearbox price will remain high for the foreseeable future due to the product quality and overall production volumes. Expect around US $3000 or €3000 to be the starting price for a complete Pinion bike.

But it’s worth noting that the gearbox space is heating up and Korean start-up All-to is aiming to produce a competitor at a significantly lower price.

There is still a weight disadvantage of approximately 1.5kg compared to a derailleur drivetrain. However, keep in mind that bike weight matters much less than you think, and this is especially the case if you ride on flat terrain, if your body weight is on the heavy side, or if you’re already carrying lots of luggage, food, and water anyway. After all, a kilogram is often just 1 or 2% of your combined bike and body weight.

There’s also a case to be made in terms of performance for a heavier gearbox drivetrain on a full-suspension bike. When you remove the cassette and derailleur weight from the rear swingarm, the rear suspension will respond quicker to ground forces (less unsprung mass). This means better small bump sensitivity and even more grip.

A bigger concern for some is that gearboxes will never be as efficient as a clean and well-lubricated derailleur drivetrain. Some quick napkin maths suggests a derailleur bike will have you cycling between 0.4 and 0.8km/h faster* depending on the gradient, and with the same power output. But keep in mind that mud and grit can very quickly cut into this speed difference.

*6% difference in drive efficiency, 80kg rider, 15kg bike+gear, 200-watt power output, gradient between 0 and 10%.

Summary

The 2024 Pinion gearbox is a derailleur killer if you prioritise long-term durability, a wide gear range, and an ultra-low-maintenance design.

With the new trigger and drop bar shifters, you no longer need to compromise with a grip shifter. And better yet, these new shifters allow you to change gears under a pedal load.

Yes, they are expensive, but have you seen the price of SRAM XX derailleurs (US $650), chains (US $150), and cassettes (US $600)?

It will take a few years, but due to these changes, I suspect more gearbox mountain and gravel bikes are on their way. I’m also fascinated to see how other gearbox and internal gear hub manufacturers stay competitive in this space.

The post The 2024 Pinion Gearbox Is A Derailleur Killer (Shift Under Load, No More Gripshift) appeared first on CYCLINGABOUT.com.

They are a great alternative to derailleur gears, as they still offer multiple gear ratios, however, the critical drive components are all sealed away from the elements. This results in an incredibly low-maintenance drivetrain, that not only lasts longer but is less susceptible to damage.

Internal gear hubs normally use planetary gear sets to achieve different gear ratios, and you can get them with up to 14 different gears. These gears can be spread across a range even wider than a 1X MTB drivetrain.

You can also get continuously variable transmission hubs that have not just 14 gears, but an infinite number of gears between two set points.

In this article, we will examine the advantages and disadvantages of the Enviolo CVT hubs. We will later compare these hubs to the gold standard of planetary gear hubs (the Rohloff hub) as well as the closer-matched Shimano hubs. And lastly, I’ll explain exactly how this CVT hub works.

But first, what is a bicycle CVT?

What is a Bicycle CVT?

A bicycle CVT is a type of gearbox that eliminates the steps between each of your gears. Instead of shifting from your first gear to second, and second to third, the transition between gears is completely seamless, creating the smoothest shifting possible, and allowing you to ride at your perfect cadence – or crank rotation speed.

CVTs are common in industrial and automotive applications but are uncommon on bicycles. However, there are significant advantages to a bicycle CVT including a very user-friendly design, gear changes while stationary, no gear skipping, and an eerily silent operation.

And when paired with electronic shifting, you can even achieve fully automated shifting that keeps your legs spinning at your preferred cadence, no matter the speed, and without you even having to think about it.

So, where did this CVT technology come from?

NuVinci to Enviolo

A hub called the NuVinci 171 was released in 2006 by Fallbrook Technologies. At the time, it was about four kilograms (8.8lb), which was more than twice as heavy as any other gear hub.

Over time, the hubs were refined, the weight was brought down by 40%, the gear range was increased, and the hubs were engineered for a broader range of applications.

NuVinci was later rebranded to Enviolo as part of a bankruptcy restructuring.

These days the company is thriving. Over two million bicycles now use their CVT hubs, including many in bike share fleets around the world. You can find Enviolo-equipped bikes from over 150 different bike brands and a third of those use electronic shifting.

I’ve already touched on some of the advantages of internal gear hubs and CVTs, but it wouldn’t be a CyclingAbout article without a deep-dive analysis.

Advantages of Enviolo CVT Hubs

The User-Friendly Design

The big drawcard of a CVT hub is its user-friendly design. There is just one rotary shifter, and it’s highly intuitive to use. If you feel like your legs are spinning too fast, you wind the shifter one way, and if your legs are struggling up a hill, you wind it the other. It’s really as simple as that.

In addition, the Enviolo hubs can be shifted at any time (including while stationary) so it doesn’t ever matter if you’ve forgotten to shift.

The Instant and Stepless Gearing

As soon as you rotate the shifter, the CVT is instantly engaged. You never have to wait for any gear changes, and there is no chance of your chain skipping between gears.

The step-less gearing also ensures you’re never stuck in between gear ratios. This means your cadence can always be exactly as you desire.

The Electronic Shifting

If you use an eBike with a mid-motor, both electronic shifting, and automatic gear changes are possible.

First, you set your desired cadence in RPM on your smartphone (or eBike display). Then the motor and shifter will work together to automatically keep you at your perfect RPM – no matter the cycling speed.

And when you stop at traffic lights, the shifter will also put you in the perfect gear for take-off.

In addition, this system allows for ‘manual’ gear shifting in 5% increments simply by pressing up and down on the thumb buttons. This is particularly useful for riders who still want gear control, but have hand or wrist impairments. It’s also a great upgrade over the manual shifter too, for reasons we’ll discuss in the disadvantages section.

It’s worth noting that an electronic shifting retrofit is also possible on some eBike and hub combinations.

The Smooth and Silent Operation

Most internal gear hubs generate noise as the planetary gears are whirring away inside the hub body. Some hubs have more internal noise and vibrations than others, and there are even hubs out there that constantly tick while you pedal.

The Enviolo is the most silent gear hub of the lot – you almost never hear it working underneath you.

The Reduced Susceptibility to Damage

As there is no derailleur to knock or get things caught in, the Enviolo drivetrains are much less susceptible to damage. This is one reason why they’re so popular for bike fleets.

The Suitability For All Weather Conditions

Compared to derailleur gears, the Enviolo gear components are all hidden away and sealed from the elements. This reduces both component wear and drivetrain maintenance significantly.

The hubs can also be used down to -20° Celsius as well as in the planet’s hottest conditions.

The Low Maintenance Design

Incredibly, the Enviolo hubs are sealed for the life of the bike they are operating on. That means zero oil changes and zero bearing changes too.

The hub comes with a guarantee for 20,000km of use, but some users have reported exceeding 80,000km, which is similar to some Shimano Alfine or Nexus hubs.

The only maintenance required is cable replacements for the rotary shifter and possibly a service of the freewheel mechanism too.

The Relative Affordability

Compared to other gear hub options, the Enviolo products are considered affordable. And when you factor in the reduced need to replace worn components – these hubs become even more reasonably priced.

There are currently six different Enviolo hubs with prices starting at US $199 and maxing out at US $499. There is even a gearbox with a sprocket on both sides that’s intended for three-wheel cargo bikes.

When you spend more money, you essentially get a wider gear range, and more premium hub shell and internal components. You also get a higher input torque rating and hubs that can be fitted to heavier bikes.

The best way to compare Enviolo hubs is to look at the spec sheets on the website.

The Reduction in Chain Hassle

Provided you keep up your chain tension, you will also never experience dropped chains, skipping chains or chain slapping on your frame. It’s all the benefits of a single-speed bike but with infinite gear ratios.

The Belt Drive Compatibility

Better yet, you can pair Enviolo hubs with smooth and silent belt drivetrains. You’ve probably already noticed that most Enviolo-equipped bikes come with belts.

That’s because belt drive works out to be lower maintenance than chain drive, as it doesn’t require any grease or lubrication. As a result, belts stay very clean – you’ll never get black muck on your hands or pants ever again.

Belts also don’t rust, don’t stretch, and are very long-lasting too. Most cyclists go years without needing to replace a belt or sprocket. I’ve recently put 35,000km (22,000mi) into a belt drivetrain, which is more than three times further than I’d expect from a well cared for chain.

But if you prefer a lower-cost chain drivetrain, remember that you can fit a chain case with an Enviolo hub. This keeps water and grit away from your chain, and will likely double its wear life.

The Stronger Rear Wheels

Enviolo hub flanges are both the same height and are spaced equally from the frame on both sides. Unlike a typical cassette hub, this results in even spoke tension, building the strongest wheel possible.

The High Input Torque Rating

High-torque eBike motors are a great way to damage internal gear hubs. The good news is that the Enviolo hubs are rated up to 100Nm input torque, which is higher than the Shimano Nexus 5-speed hub (85Nm).

Some manufacturers such as EVELO have found the Enviolo Trekking hub will comfortably handle a 600-watt, 120Nm motor. According to the company, Enviolo hubs are their most reliable gear system with less than a 1% warranty replacement rate. They have so much confidence in the hubs they even extend the warranty duration.

Right, after all that I probably sound like a spokesperson for Enviolo, so we need to look at the disadvantages too.

Disadvantages of Enviolo CVT Hubs

The Drive Efficiency

When you put pedal power into the Enviolo hub, some of that power is lost through the transmission.

Most internal gear hubs are somewhere between 3% and 7% less efficient than a perfectly clean and lubricated derailleur drivetrain (on average). In comparison, the Enviolo CVT hub is around 14% less efficient (on average).

Now, I know 14% sounds like a lot, but this is really not a big deal for many users, notably those who use their bikes for transport. And the benefit of always using the perfect cadence might even outweigh the drive efficiency loss.

When using a regular bike on a 5km flat trip along a bike path, I’ve calculated you might lose 20 seconds over 11 minutes compared to a Shimano internal gear hub (200W @ 100kg weight, gear 6). And if you were to use an eBike, you could expect slightly less range from your battery. But we’re talking a handful of kilometres here compared to other gearboxes – it’s nothing drastic.

This is obviously no big deal for short urban trips, but the battery range or time penalty might of course add up for long-distance use.

The Weight

These hubs are around 800 grams (1.8lbs) heavier than a Shimano Alfine internal gear hub with a similar gear range. And they are around 700 grams heavier than a Rohloff hub that offers a much wider gear range.

Now, I’ve said this before and I’ll say it again: bike weight affects cycling speed much less than you think. This is because 800 extra grams is likely just 1 or 2% extra weight to your overall system weight (body+bike+gear).

When we run the calculations, this weight difference will barely slow you down on the flat, and in the hills, it’s likely just a one or two-minute penalty per 100km of cycling.

Where weight becomes more important is if you frequently carry your bike up and down stairs.

The Heavy Shift Actuation

Some people find the Enviolo manual shifter to be quite stiff to rotate. And it’s even harder to change gears when the shifter gets wet.

If you have hand or wrist issues, the Shimano Alfine hubs with a trigger or Di2 shifter might be the better option. Or if you’re planning on using an eBike anyway, simply choose the Enviolo electronic shifter.

The Fast-Wearing Shift Cables

The Enviolo hub when coupled with the manual shifter is notoriously tough on cables. However, the duration the cables stay in good working condition is usually based on how smoothly and carefully you shift.

Here are a couple of things to keep in mind when shifting.

Firstly, make sure to back off on your pedal power for a split second to make your shifts. This takes a bit of time to master but becomes second nature in no time. Doing this allows the internal hub components to move with ease, putting less strain on your cables.

Secondly, you don’t want to force the shifting. You often cannot rotate the shifter across the full gear range when your bike is stationary, so only rotate it as much as the hub will allow. It’s also quite easy to strain the cables by rotating the shifter past the highest and lowest shift points, so try to be aware of these limits.

And lastly, maintain your cables! This involves keeping them clean and lubricated, making sure the cables have the appropriate tension, and checking for any sharp bends in the external housing.

If you keep these things in mind, your cables can last for years.

The Wheel Removal

Rear wheel removal is not quite as easy on an Enviolo bike.

With the electronic shifting, you just pull the connector cable and can remove your wheel with a spanner or Allen keys (depending on the hub model).

It’s a bit trickier with the manual shifter because two cables must be unhooked from the hub interface before dropping your wheel. Also, make sure to avoid bumping the hub interface as you can accidentally reduce the gear range of your hub.

If the hub interface is moved, the Enviolo channel has a video showing you how to reset it.

The Low Gear That’s Not That Low

The Enviolo hubs require a minimum front-to-rear sprocket ratio of 2:1. This results in a climbing speed of 8kph when you’re pedalling at 60RPM or a low gear of approximately 28 gear inches.

To put this into context, the climbing speed on many mountain bikes is often 30 to 40% lower. And even lightweight gravel bikes have a 10% lower climbing gear.

While this climbing gear is perfectly adequate for most urban uses, if you’re planning on cycling in hilly terrain without electric assistance (think 10% or steeper), the Enviolo climbing gear is likely not low enough.

The Gear Range

The gear range of the Enviolo hubs is between 256% and 380%. This simply means the top gear is 2.56 times (or 3.8x) bigger than the smallest gear.

To put these numbers into context, modern derailleur drivetrains exceed 500% gear range, and there are gearbox drivetrains that even exceed 600%.

Again, a smaller gear range works for most urban environments. That’s especially the case if you have electric assistance. Where it becomes a bit limited is if you want to climb both steep hills and have the gears for high-speed cruising too.

The Need To Send Away Enviolo Hubs For Repair

The Enviolo hubs are not a typical product found in bicycle stores outside of Europe, so you might need to send your hub to a service centre for repair. And yes, there is a big service centre in the United States.

In other regions, the bike companies that sell Enviolo-equipped bikes are usually able to help.

But it’s worth noting that problems with the hubs are quite uncommon, and most issues can usually be solved by changing the shifter or replacing the cables and/or freewheel mechanism.

Right, let’s find out what the extra US $1000 gets you if you were to upgrade to a Rohloff hub.

Enviolo Hub vs. Rohloff Hub

In short, buying a Rohloff ensures a longer-lasting hub, that’s lighter, much more efficient, and with both lower and higher gear ratios. It will also handle more torque from a mid-mount eBike motor.

Rohloff hubs are known for their long-term durability – there is even a Rohloff out there that has travelled 500,000km, which is five to ten times further than you can expect from an Enviolo.

When it comes to drive efficiency, the Rohloff has been tested to be over 94% efficient across its entire gear range compared to Enviolo’s 83% (average). With all things being equal, this results in around a 1.5kph difference in speed on the flat (200w, 100kg total weight) making the Rohloff undoubtedly the best option for long-distance use. It’s also the best way to get the maximum range from a battery.

The Rohloff also offers a 526% gear range compared to Enviolo’s 380%. This allows you to ride at both much lower and higher speeds.

The lowest permissible gear ratio can be set considerably lower on a Rohloff, making steeper hills much easier to conquer. In fact, the lowest permissible gear on the Enviolo is the equivalent of the sixth gear on a Rohloff!

The Rohloff is not only 700 grams lighter but it will handle up to 130Nm from a mid-drive eBike motor. In comparison, it’s 100Nm with some Enviolos.

There are more shifter options with the Rohloff too. If you want to use drop bars, you have the option between Cinq integrated shifters or even SRAM shifting using the Gebla Rohbox. And if you use an eBike, the Rohloff has electronic shifting too.

I hope you can now see where the value lies in a Rohloff hub. But the advantages of the Enviolo should not be taken lightly. The hub is quieter, more user-friendly, has automatic shifting, requires zero oil changes, and is offered at a fantastic price.

A fairer comparison might be to the Shimano hubs…

Enviolo Hub vs. Shimano Hubs

When we compare the Enviolo to the Shimano hubs, we get a much closer match-up in terms of price (US $200-500), gear range (409% vs 380%), lowest permissible gear ratio, and long-term durability (both around 80,000km).

It could be said that the Shimano feels snappier and sportier with its distinct gear changes, and the 800-gram weight saving helps in this regard too.

The drive efficiency difference is around 7%, which results in a 1kph faster cycling speed on the flat for the Alfine hub (200w, 100kg total weight, flat road).

The Alfine also uses a trigger shifter, which is often preferred over the Enviolo’s rotary shifter. And you don’t need an eBike to use the electronic shifting options for Shimano hubs too.

That said, the Shimano hubs are a bit noisier, the gears can skip if you don’t maintain the cables well, the auto shifting is not as seamless, the input torque rating is lower (85Nm), and the hubs require regular grease or oil changes.

And finally, let’s go inside the Enviolo hubs to see how they work.

How The CVT Works

The best way to understand how this hub works is to watch from 20:19 to 22:25 in my video.

We are looking at the hub from the back of the bike, so the sprocket is on the right side, and the disc rotor is on the left.

Here you can see the main shift components: there are two rings and a set of large metal spheres that sit on an idler. The input ring on the right side is connected to the rear sprocket, which is driven by your legs. And the output ring on the left side is what propels your bike forward.

Power from your pedals moves from your rear sprocket to the first ring, then into the spheres, and then from the spheres to the second ring, and finally to the wheel.

One reason why Enviolo hubs are somewhat inefficient is due to the metal spheres that are moving in a slightly different direction (and at slightly different speeds) to the two rings. This is known as “contact spin”.

Interestingly, these components are not directly touching. Instead, a specially-designed oil passes through microscopic spaces between the components, solidifying momentarily under pressure, and transferring the pedal power. This is why there is such little wear inside Enviolo hubs, and why you don’t need to service them.

To understand how this hub achieves its infinite gear ratios, we need to take a closer look at the spheres.

When you twist the shifter at the handlebar, the idler on the axle tilts the spheres. This changes the contact patch size on the spheres that the rings interact with.

When the contact patch is large on the right side and small on the left side, the wheel will spin slower than the rear sprocket (underdrive). When the contact patch is small on the right side and large on the left side, the wheel will spin faster than the rear sprocket (overdrive). And when the contact patches are identical on both sides, the wheel and sprocket will move at the same speed (1:1).

Summary

Congratulations, you now know virtually everything about Enviolo hubs, including how they work!

I think these hubs are super cool. They are intuitive to use, require little maintenance, are super silent, and the fact that they’re priced well only makes them more appealing. Even as a very experienced cyclist, the Automatiq gear shifting was an absolute delight to use.

Yes, the hubs are a bit heavy and inefficient. But for many user groups, I’m not really sure that matters.

If you’re after the best-performing and longest-lasting hub, you will still be best served with a Rohloff. And for a sportier ride experience, as well as more shifter options, I think the Shimano hubs are the way to go.

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