Three remarkable innovations are transforming the mechanics of the average bicycle. In actual fact, these new technologies often is the most vital developments in bike engineering since the original ” safety” bicycle was invented at the top of the 19th century.

Electronic Shifters

Electronic shifting image courtesy of our friends over at cyclingnews.com

Given the infiltration of electronics into every aspect of our lives, the emergence of an electronic shifter isn’t a surprise. Here’s how it works: Rather than using a mechanical shifting lever, a button sends a signal to the derailleur and activates a small motor that offers a fast, reliable gear shift. A servo mechanism adjusts the positions of the front and rear derailleurs so that they ‘re optimally aligned, producing maximum power-transfer efficiency. Electronic shifting can take a wired form, where the shift up/down signal is transmitted via cables, or a wireless form that uses multiple frequencies. The downsides are minimal. Essentially the mostsome of the most obvious is that in case your battery runs out, you’re screwed. This said, Shimano estimates that the 7.4-volt battery in its Dura-Ace Di2 line of component shifters will last over 620 miles per charge.

The other downside is price. The Di2 system costs $2,500, and it is going to be two years before the tech trickles into cheaper, mid-range kits. Nonetheless, cyclists are riding with electronic shifters today: George Hincapie rode a Trek Madone with electronic shifters inside the 2009 Tour de France, and Trek already provides battery mounts and Di2 cable routing on its race-ready Madone frames. Campagnolo will release its electronic shifting kit in 2011.

Belt Drives

The traditional chain is definitely one of the biggest weak spots on any bike. Increased force on a link chain produces strain on the links themselves. Over the years, these links break-and when they break, you’re usualy hosed. Failure is accelerated by the dirt and grime that chains accumulate brought on by their much-needed lubrication. And loyal wear and tear from grabbing and releasing gears doesn’t help a chain’s lifespan, either.

Trek’s drivetrain belt looks eerily identical to some we’ve seen in LEGO kits.

Enter the belt drive, which increases the efficiency of a motorbike’s power train while greatly extending its life. At its core, it is a simple piece of technology not unlike a conveyer belt. A smooth, contiguous piece of rubber or plastic-based material moves around two rotating gears. In early prototypes of bicycle belt drives, nubs down the heart of the belt grab onto gears, and an internal shifting hub changes the gears.

In addition to increased power efficiency, the belt drive doesn’t have to be lubricated-there are not any moving parts, and it’s unlikely to damage for an analogous reason. How close are we to seeing belt drives? Close enough that Trek has already developed the prototype pictured on this page. The sole downside, other than scarce availability, is that a purpose-built frame is required because you could’t pop the belt drive off like you will on a standard bike.

Expect to peer belt-driven bikes in mass production by the top of this year. It’s a great fit for a low-gear city bike.

Continuously Variable Transmission

The biggest step forward in bike design comes from a San Diego R&D shop called Fallbrook Technologies. Its innovation is the NuVinci transmission, a two-wheeler version of a CVT, or Continuously Variable Transmission, which already lends efficiency to hybrid automobiles.

On a standard bike, you should manually switch gears within a limited set of, say, 10 or 18 ” speeds.” But with a NuVinci transmission, you’re given an unlimited kind of gearing ratios-within a specified range, for sure-to perfectly match your energy output to the incline of the road.

Video uploaded by imapodaddy .

CVTs use rotating and tilting balls positioned between the input and output components of a gearing system. This arrangement progressively varies the velocity of the transmission, providing linear and essentially infinite gearing options. Compared to a standard set of flat cogs, you furthermore mght enjoy increased efficiency, as there isn’t a loss of power during a shift.

You should purchase a motorcycle outfitted with NuVinci’s CVT today from Ellsworth Bikes. Me? I’m going to wait a touch longer-I need all three new technologies working in concert on a similar ride.

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This post is tagged: maximum power transfer, rear derailleurs, remarkable innovations, transfer efficiency, vital developments