5kg silnice pro 100kg bikera...

cena je 26t USD tech dalsich 26–32t USD je za karbonovej kufr :-) .. jinak si myslim ze na lehke vylety by to vydrzet tech 100kg mohlo ale rozhodne asi zadnou divocinu :-)

Dobrej úlet :) ale měl jsem pocit, že kliky Clavicula měly nějakej celkem ostrej váhovej limit ne? Tuším, že snad 75kg, možná to už je jiná generace, ale i tak nevím nevím :)

Opačnej extrém, co jsem vůbec nepochopil, mi padl do oka v lyžárně teď v Soldenu – nějakej německy mluvící chlapík, co byl na stejným penzionu, tam měl krásnýho Cannon Super Six. Moc jsem nezkoumal rám, asi to byl nějakej nižší, jinak si to nedovedu vysvětlit. Kola Mavic R-Sys, co jsou jedny z nejlehčích hliníků, už nevím, jestli Red nebo Dura Ace osazení, karbon věci od FSA – a přitom to bylo hrozně těžký, jako fakt výrazně víc, jak moje, taková zhruba kategorie jako Márův hliník Author – kde to nabralo tu váhu, nechápu, ale si tak říkám, že jsem se měl pořádně mrknout na páky, jestli tam nemá spartakovský čudlíček, pořádná baterka v rámu by to mohla vysvětlovat :)))

Hmm Kufo Elite Jet :-) JInak teda 4,88Kg s Di2 to je moc pěkné.

ted sem si vsimnul ze panove vezej bez pedalu :-) sice to nejlehci bude kolem 150g par.. ale i tak :-)

Já mám toto,většina věcí je do 85kg,což mám já,a v poho jsem na tom jezdil…I nějakou tu díru jsem vymetl a zatím drží…Ale radši na příští sezónu zhubnu:-)…

To víčko představce je skvělé. Je to nějaká zakázková výroba nebose dá „běžně“ sehnat?

Muze mi nekdo z gramaru rict co tam dela to vicko se sroubem nad predstavcem? Tipuju ze tam by se dalo usetrit cca 20g.

raději zkus silnici o hmotnosti 2,90kg od mistra Smolika z Reichu…

Mno, tohle mi přijde ještě o kus zajímavější..

Švédská firma A2J si poskládala poměrně hodně zajímavej tým a voilá jejich první výsledek:

Rám pod 700kg, který bez problémů unese statické zatížení 750kg, váhový limit jezdce je nastaven na 150kg. Krom honby za nízkou hmotností ale poladil aerodynamiku řízek, co na full-time pracuje pro stáj F1. Cílem ale byl rám, co je lehký, aerodynamický, komfortní a odolný. Takže cílem je dokonalost, samozřejmě už není cílem položka „cena“ :)

Na obrázkách je s bílejma kolama prototyp 001, rám 002 bude mít komplet vnitřní vedení kabelů pro Shimano Di2

Dál budou jejich rámy na elektronických sadách vybavovány „sekvenčním řazením“, karbonové vlákno je pleteno v británii, lepí se to ve švédsku..

Pár slov maníka z jejich týmu, na poslední fotce – momentaka z Eurobiku, vlevo v brejlích je on, klečící týpek u kola je sám pan Obermayer..:

"Our team shares a passion for high performance and we each bring different experience and skills to the mix.

We call ourselves A2J, technical artisans.

Jon Gunner, our technical director, has more than twenty years of experience designing, engineering and managing

the development for some of the world’s most advanced aerospace and hypercar projects.

He rides his mountain bike at any and every possible opportunity.

Adam Wais, the commercial guy, is fascinated by how companies develop very sophisticated products and build brands.

He has always been interested by things that move, having become a private pilot before he could drive.

He came to cycling only a few years ago but has been hooked ever since.

We are joined by senior concept engineer Thomas Koch who came to the hypercar business in 1998 and has years

and countless hours experience as a design and tooling engineer, as well as a being a bike building veteran.

Our resident aerodynamicist Nick Hales is currently working a day job at one of the major F1 teams and has previously

worked with CFD analysis focusing on drag and overall aerodynamics in the hypercar business. He is an avid triathlete.

Me-myself, Anders Annerstedt, am an architect, lifelong cycling nut, and enthralled by the cutting edge in anything.

At the tender age of 55 I still ride my bike, now mainly in pulse zone 2 at around 100W. I call myself the concepts guy.

Light. Stiff. Aerodynamic. Comfortable. Durable.

We did not design a bike to excel at one of these metrics.

We wanted to build a frame that would be outstanding at all five, simultaneously.

Our R frame features full internal wiring (complete with fully hidden bespoke lightweight battery option) for both mechanical and electronic shifting,

modern geometry and aerodynamic architecture, one of the highest stiffness to weight ratios available,

and a guaranteed maximum frame weight under 850 grams for a size 56 including headset, seatpost clamp, front derailleur bracket and rear derailleur hanger.

The frame is designed for a rider weight limit of 150 kg.

How did we achieve this ambitious goal? Firstly, we assembled our development dream team,

ensuring we had all the available knowledge to deliver a class leading design. With the team’s experience and backgrounds,

we had ready access to the most sophisticated and advanced computer aided engineering (CAE) and a thorough understanding

of the most advanced composite materials and resin systems.

Our first decision was to make a monocoque frame rather than tube to tube because of the freedom and customization options it would afford us.

We had a clear understanding of how to develop the frames structural requirements that would primarily be geometry, not materials driven.

Among other things, this choice allowed us to optimize the frame’s sectional and transitional geometry as well as the lay-up and thicknesses,

placing material where needed, giving us freedom to tune our pre-determined metrics.

This also allows us to tune the metrics and ride characteristics to personal specifications.

A personal frame tuning service is therefore available for the most demanding clientele.

With the monocoque frame decision made, we set about the aerodynamics.

Our frame was not designed specifically to be an aerodynamic frame but our aerodynamics engineer spent around a hundred hours

on a supercomputer optimizing the sectional geometry. We have been able to achieve a frame with a significant watt savings

over a conventional round tube shape.

The CFD numbers will be verified in the wind tunnel with a rolling floor, a real rider and fully equipped bike later this fall.

The frames carbon layup system is based on a mix of UK company ACG unidirectional and twill prepregs with resin-weave system

and Swedish company Oxeon’s Textreme® weave. The 3 piece frames are made by hand, laid over a preformed (hard) bladder

into polished aluminium and carbon clamshells and baked in an autoclave in Linköping Sweden.

Thomas Mertin from THM is overseeing the layup correlation testing at their facilities in Alt Duvenstedt, Germany.

Finished frames are being tested at Zedler Institut für Fahrradtechnik und -Sicherheit in Ludwigsburg, Germany.

As part of the initial specification, our engineers designed the frame to include complete internal cabling,

which needed to work with both mechanical and electronic shifting., as well as integrated sensors,

internally packaged battery pack and our in-house developed and patented e-shift control system.

Nothing was to be an afterthought.

If you run an electronic group, the e-shift system will allow you to operate the gears as a full sequential gearbox with optimized shifting,

eliminating, recovery shifting, cross-chaining, and unnecessary shifts on the chain rings.

Select to shift up or down and the ANT+ ™ compatible system will ensure you are in the next available gear.

We do not paint our frames as standard. We feel it is a shame to hide the artisan craftsmanship required to create each frame,

however if you prefer a paint finish, we can of course tailor a bespoke colour scheme for you and our master painters will execute a top class durable finish.

We manufacture entirely in Sweden, under our full control, by hand and to order.

Quality and performance are paramount to us."