viernes, mayo 30, 2014

Nueva cannondale FSI / Nuevo Cambio electrònico shimano para MTB XTR Di2

nueva cannondale FSI , fumic la enseña

y sagan la mueve

Peter Sagan Goes Mountain Biking with Marco Fontana

Few people realize that road superstar Peter Sagan got his start in mountain biking. In 2009, he was teammates with Marco Fontana on the Cannondale Factory Racing team. This past winter, Peter and Marco reconnected on familiar trails aboard the all-new Cannondale F-Si cross country race hardtail

F-Si first race rollout!

The All-New 2015 Cannondale F-SI
The lead engineer of the new F-Si, Peter Denk, explains the concept of the all-new F-Si while Marco Fontana and Manuel Fumic put it to the test.

You don't make a bike faster by shaving few grams off the frame, or by making it a little stiffer. You make a bike faster by making all of its elements work together with a singular focus. When we introduced the F29 in 2011, we took this System Integration approach to creating the world's fastest XC race hardtail and the results speak for themselves.
To improve upon it, required some bold engineering. We completely rethought some of the most basic tenets of frame layout, achieved every goal on the list and delivered a radically stiffer rear wheel in the process.
The result is the all-new 2015 Cannondale F-Si -- the most integrated, most advanced and fastest XC race bike ever made.

Cannondale F-Si - first look
The F-Si is the latest model in Cannondale’s cross-country fleet, and will be joining the Scalpel, F29, Trail SL and Trail bikes.

Cannondale has always been one to stick to its guns, developing its own componentry and designs when it feels that the market doesn’t offer what it wants. The F-Si (Flash System Integration) is the latest in a long line of bikes where the individual components are designed to be used as a complete system.

It has long been said that World Cup XC races are won on the climbs but lost on the descents, so Cannondale’s philosophy with the F-Si was to build a bike that improved on both up and downhill performance.

The core design principal behind the F-Si is what Cannondale calls ‘System 29 Geometry’. System 29 Geometry basically means building a bike with super short chainstays, a relatively slack head angle (for a race bike, at least) and a long fork offset, which would be available on third party forks.

Cannondale uses its latest Lefty Carbon XLR 2.0 fork on the F-Si. The main development, in conjunction with the System 29 Geometry, is the 55mm offset, whereby the front axle is shunted further forward than most. For comparison, the normal offset for a 29er is 47mm, while Trek’s G2 geometry gives a 51mm offset. Cannondale reckons that offset has the biggest effect on steering stability. Adding offset reduces ‘trail’ which is the distance between the point on the ground directly below the hub and the point where the head angle would hit further forward were it extended to the ground.

Increased offset on the lefty fork gives better handling:

A longer trail measurement gives heavier steering, which can lead to the slightly heavy steering that some find 29ers have. By adding offset, trail is reduced, and steering becomes lighter. Taking into account the added weight of the 29in wheel, Cannondale reckon it has developed handling that has a similar light feeling to a 26in wheeled bike.

Geometry isn’t the only area where the Lefty has been changed. It now has a new damper, a stiffer structure and new crowns, which are changed depending on which frame size is being used, on account of variable head tube lengths on different frame sizes. Less oil is used in the damping circuit, making it easier to regulate oil flow. Lower down, there’s a new Lefty SM Hub, with wider flanges, giving a better spoke angle, leading to a wheel which is stiffer than 26in, according to Cannondale.

Stiffness is definitely a quality that Cannondale has been looking for when developing the back end of the F-Si's frame, and it’s here that things get really interesting.

29ers often suffer from longer chainstays, which, while making the bike stable at speed, can make it feel a little sluggish and increase power-sucking flex. The F-Si has 429mm long chainstays, pretty much the shortest you'll find on a race course. Cannondale has pushed the chainrings out by 6mm to allow plenty of clearance and avoid the front mech fouling the tyre, calling this Ai (Asymmetric Drivechain Integration). This obviously has an impact on chainline, and so Cannondale has also adjusted the droupouts so that the rear hub sits 6mm further to the right than it might have done, thus preserving the chainline.

With a traditionally built wheel, this is obviously going to have an impact on where the rim and tyre sit – namely, pushing it off centre. And this is where Cannondale’s System Integration comes in to play. Wheels are specially built with a different spoke offset, punting the rim back towards the centre of the frame. The knock-on effect of this is that the spokes leave the hub’s flanges at a much more equal angle.

The non-driveside stays clearly show the 6mm offset to give plenty of mud and front mech clearance. photographing the spoke angles was rather more tricky!:

The non-driveside stays clearly show the 6mm offset to give plenty of mud and front mech clearance. Photographing the spoke angles was rather more tricky!

Traditional rear wheels’ driveside spokes leave the flange at a more vertical angle than the non-driveside. Having a more equal angle gives a stiffer wheel, through improved triangulation. While wheels with Stan's and ENVE rims are easily built in-house, Cannondale has also worked with Mavic to create a Crossmax SLR wheel with their 6mm offset.

F-Si bikes will come with Cannondale’s new Save 2 seatpost, which has a variable internal wall thickness. This leads to 20 percent more deflection than the previous Save post, along with a 50g weight saving. Cannondale says the new post has an improved, more linear spring weight, when plotting force against deflection, giving increased comfort for lighter riders who may not have weighed enough to deflect the older post much.

Finally, we have the frame’s construction. The majority of the carbon is Balsistec Carbon, which has a high impact strength, especially when combined with the tough resin Cannondale has chosen – them same that's used in baseball bats, apparently. High-mod carbon is only really used in areas with increased extra stiffness.

Cannondale presented us with many independently tested statistics that compared the F-Si with top-end race frames from brands including Canyon, Focus and Specialized. We’ve no reason to disbelieve the figures, and they suggest that the F-Si is both incredibly light and very stiff, winning on stiffness and stiffness to weight ratios.

Models and spec
The F-Si will be available in four models. At the lower end of the range is the Carbon 2, which has an X01 drivechain, Stan's based wheels, an alloy XLR Lefty 2.0 fork and Magura MT6 brakes. At the top end there's a dream spec Black Inc version, which will boast the new Di2 XTR, Enve M50 wheels with a Chris King rear hub, and the carbon Lefty XLR. In-between there's the Carbon 1 and the Carbon Team.

Prices are yet to be confirmed, but expect UK pricing to start at around £3,500 for the Carbon 2 and rise to more than £8,000 for the Black Inc.

The dream spec f-si black inc comes with the new xtr di2 electronic gearing plus a whole host of enve kit - the di2 battery is hidden in the enve post (please excuse the slack chain):

The dream spec F-Si Black Inc comes with the new XTR Di2 electronic gearing plus a whole host of Enve kit – the Di2 battery is hidden in the Enve post (please excuse the slack chain)

Initial ride impressions
We took a brief ride on the second-tier flagship Carbon Team version, which comes with XX1, Enve wheels and Cannondale's Si crank.

As you’d expect from a world cup level race bike (this is essentially the bike their pro team rides), the F-Si is responsive, stiff and impressively fast. Our first ride included both steep climbs and steep descents, where the stiffness of the back end, along with the tight geometry made climbing rocky, rooty and switchback-filled singletrack as easy as it probably could be, with plenty of traction from the rear end. On the descents, the stiffness of the Lefty fork was impressive, and when we were able to open the throttle and let it pick up speed, that extra offset in the fork aided stability.

We then took part in a round of the German national marathon series, where the F-Si's stiffness during sprints was impressive, and the Save 2 post kept us comfortable throughout the 50km race.

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Shimano introduces.. XTR Di2!

Shimano XTR Di2 (M9050). El cambio electrónico llega al MTB
Escrito por mtbpro el Vie, 30/05/2014 - 11:55
Por fin ha llegado el Shimano XTR Di2. Desde que Shimano lanzó su grupo electrónico para carretera (Dura-Ace Di2) todo el mundo especulaba sobre cuando llegaría esta tecnología al mundo del MTB. Pues bien, ya la tenemos aquí y ojo porque hay novedades muy importantes que seguramente muchos de vosotros no esperabais.El Shimano XTR Di2 ha tardado en llegar al mundo del MTB pero parece que en Shimano querían estar seguros de conseguir un producto eficaz, fiable y que aportara “valor añadido” al MTB. 20.000 km de test con sus probadores y algunos de los mejores corredores del panorama XC garantizan que estamos ante algo distinto, algo que no son solo cables y baterías.

Vamos a verlo:Las novedades del Shimano XTR Di2


Si has probado alguna vez un Dura-Ace o un Ultegra Di2 en una bici de carretera esto no te sorprenderá. Una de las explicaciones de esta precisión es que una vez hecho el primer ajuste de colocación de cambio trasero y desviador nunca más tendrás que preocuparte de su configuración. Se acabó andar jugando con "ruletas" de tensión de cable en los desviadores o en las manetas. El cambio y el desviador tienen un rango de cambio fijado entre coronas/plato que no cambia.El otro elemento fundamental para conseguir una mayor eficacia es que el cambio de coronas o plato no depende de la fuerza de nuestro dedo o de la tensión del cable. El cambio y el desviador son empujados por un motor eléctrico.En el nuevo Shimano XTR Di2 (M9050) aparte de la tecnología electrónica es también importante el rediseño de algunos componentes como el desviador o el cambio. Esto ya lo pudimos ver en el nuevo XTR mecánico que se presentó hace unas semanas (M9000). Incorpora, entre otras cosas, tecnología Shadow RD+ que mejora el funcionamiento del cambio de forma exponencial.


El Shimano XTR Di2 trabaja sobre la plataforma E-Tube de Shimano. Una de las ventajas de esta tecnología es que podemos conectar nuestro grupo a un ordenador y con un software específico realizar todo tipo de configuraciones. Por ejemplo, podemos hacer que las nuevas manetas de cambio Firebolt se intercambien el elemento a gestionar (por ejemplo, podemos decir que la maneta izquierda maneje los piñones y la derecha los platos o viceversa con un simple cambio en el programa). También podemos modificar los piñones que se pueden subir a la vez al pulsar de forma continuada uno de los pulsadores.Algo muy importante y que ya han vivido los usuarios del cambio electrónico de carretera es que E-Tube suele tener actualizaciones periódicas. Esto puede servir para solucionar posibles problemas del sistema pero sobre todo para incluir nuevas funcionalidades y posibilidades de configuración a medida que el sistema vaya evolucionando y Shimano vaya recogiendo opiniones y sugerencias de los usuarios.Por supuesto, podemos estar al tanto de la configuración del grupo XTR Di2 durante nuestra ruta o en carrera gracias a la pantalla de control que se instala en el manillar. En esta pantalla podemos visualizar en todo momento la relación de cambio con la que estás pedaleando o el nivel de batería.

Todo esto está muy relacionado con…


Esta es una de las funcionalidades más sorprendentes del Shimano XTR Di2. Gracias a la tecnología E-Tube y los pulsadores Firebolt puedes “ahorrarte” una maneta de cambio. Y cuando decimos “ahorrártela” nos referimos a que puedes dejarla deshabilitada o bien quitarla y dejarla en casa directamente.Si el Syncro Shift está activado el desviador delantero detecta automaticamente la posición del desviador trasero y hace el cambio de plato en caso de que sea necesario. Pero ¿lo hará cuando a mi me conviene? Seguramente sí porque las dos preconfiguraciones son frutos de los “tropecientosmil” kilómetros de test que ha hecho Shimano. En todo caso, como cada biker es un mundo puede que prefieras hacer una configuración personalizada: solo tienes que conectarte a tu ordenador.Por supuesto, en cualquier momento de tu ruta o carrera puede volver al modo manual (salvo que te hayas dejado la maneta en casa).


Shimano asegura que una de las razones de que el XTR Di2 no esté desde hace un par de años en el mercado es que han querido estar seguros de tener una tecnología total y absolutamente fiable.Por otro lado, el Shimano XTR Di2 soluciona de un plumazo algunos de los problemas que suele llevar aparejado un grupo mecánico. Por ejemplo, desaparecen los cables convencionales. Esto supone una mayor precisión pero también que no tendremos que preocuparnos de tensiones, mantenimiento de camisas, ajustes o metereología.Otra de las cosas que nos puede preocupar es la autonomía de la batería. El XTR Di2 usa las mismas baterías que los grupos Di2 de carretera. La batería puede ser externa (SM-BTR1) o interna (SM-BTR2). La externa suele fijarse al soporte del bidón y la interna puede ir incluida en la tija del sillín o cualquier otra pieza hueca en la que se pueda encajar (dependerá del fabricante de la bici o de la tija que usemos).Ahora mismo no hay cifras oficiales de autonomía. Uno de los problemas es que es difícil de calcular ya que depende de muchos factores como la “intensidad” de uso (¿cuántas veces cambias a lo largo de tus rutas?) o los componentes que uses (por ejemplo, una o dos manetas, una configuración 2x ó 3x, etc). Como referencia podemos tomar la duración media del Di2 de carretera que puede estar en torno a los 2.000 km pero insistimos en que depende de muchos factores. Lo que queda claro es que hay que dar muchos pedales para conseguir agotar al Di2...


El nuevo Shimano XTR Di2 pesa más que la versión mecánica… pero no mucho más. Por ejemplo, si configuramos el Di2 con dos platos y eliminamos una de las manetas el peso sería el mismo que el mecánico. Los componentes del Di2 pesan más en total pero nos ahorramos el peso de los cables de acero.

En todo caso, si quieres hacer tus cálculos, estos son los pesos oficiales:

- Desviador delantero (FD-M9070 D-Type): 115 gr

- Cambio trasero (RD-M9050-GS): 289 gr

- Pantalla de control (SC-M9050): 30 gr

- Maneta de cambio (SW-M9050): 54 gr

- Batería externa (SM-BTR1): 71 gr

- Batería interna (SM-BTR2): 50 gr


El Shimano XTR Di2 tiene disponible un cassette de 11-40 dientes para 11 velocidades. Dependiendo del tipo de MTB que vayas a practicar puedes combinar este cassette con distintas configuraciones de platos.El XTR Di2 tiene dos configuraciones: una para usuarios de XC “puros y duros” y otra para usuarios más ruteros o endureros. Los primeros pueden montar 1 o 2 platos. Los segundos pueden realizar montajes de hasta 3 platos.Los platos disponibles para unos y otros son de 38-28, 36-26 y 34-24 dientes


Todavía no hay precio oficial y el precio final depende mucho de los componentes que instalemos.En todo caso, parece que podría estar entre los 2.500 y 3.000€ pero habrá que esperar a tenerlos en las tiendas para conocer el PVP definitivo. ¿Y cuándo llegará ese momento? Parece que será a finales de año así que ya sabes: ya puedes ir incluyéndolo en la carta a los Reyes Magos.

Los componentes del Shimano XTR Di2 en "primer plano":

Desviador delantero (FD-M9070)
Cambio trasero (RD-M9050-GS)
Pantalla de control / Display (SC-M9050)
Maneta de cambio / Firebolt (SW-M9050)
Batería externa (SM-BTR1)

En resumen: Ya está aquí “el deseado” Shimano XTR Di2. Sin duda alguna estamos ante un antes y después dentro de la industria del MTB. Ya tenemos ganas de probarlo ¿y tú?


Shimano XTR Di2 - Electronic shifting comes to mountain bikes
By Oli Woodman | Friday, May 30, 2014 2.45pm

Shimano M9050 XTR Di2 groupset
Shimano M9050 XTR Di2 groupset Oli Woodman/BikeRadar
Shimano M9050 XTR Di2 groupset
The LCD handlebar display communicates essential information such as battery level, gear position and shift mode
The shifter isn’t really a shifter – it’s simply a switch that has been given a short yet positive throw to try to replicate the feel of a conventional unit
Shimano XTR Di2 has been designed to integrate with Fox’s electric iCD suspension adjustment system
Shimano XTR Di2 can be used as part of a single, double or triple transmission
Well done Shimano! The M9050 rear derailleur does a great job of hiding away its motor
The front derailleur doesn't do this quite so well…
We are expecting lots more holes on top-end mountain bike frames!
Shimano has said that the battery can be mounted on a bottle cage (as shown above), within a seat tube or even within the steerer of certain forks
The XTR Di2 rear derailleur features the same clutch adjustment as its mechanical sibling, the RD-M9000
Shimano's CS-M9000 11-speed cassette is identical to the mechanical component
Shimano XTR Di2 rear derailleur
The bottom right of the LCD display features an indicator that displays information for Fox's iCD suspension system
Di2 XTR battery options
View Thumbnail Gallery

Shimano today announced details of a new Di2 electronic version of its top-tier XTR mountain bike groupset.

Rumours, as well as leaked images of the group, have been floating around the net for some time, but now everything is official we can give you the full run-down.

XTR Di2 in a nutshell
XTR M9050 marks the first migration of electronic shifting technology into the world of mountain bikes. The system will use one battery and remain wired, using already proven parts from Shimano’s Ultegra and Dura-Ace road Di2 groups.

So what are the advantages? Shimano claims that XTR Di2 will offer faster and more accurate shifting. Also, with no cables to stretch, it’s said to offer shifting consistency that a mechanical transmission cannot match. Whether that's true remains to be seen, but one part of XTR Di2 that we really should be taking notice of is Syncro Shift – for those who are running double or triple set-ups it could be a game changer.

Syncro Shift allows the rider to control both front and rear derailleurs with one shifter. Simply shift up or down and the transmission will follow a pre-programmed (and customisable) shifting map, moving both derailleurs when necessary to find the next ratio while maintaining a good chain line. So, that’s less clutter at the bar and more time to worry about things other than gear selection.

XTR Di2 shares its crank, cassette and chain with Shimano’s recently announced mechanical XTR M9000 groupset, so that means Di2 options for single, double and triple transmissions.

Individual components
RD-M9050 rear derailleur
Well done shimano! the m9050 rear derailleur does a great job of hiding away its motor: well done shimano! the m9050 rear derailleur does a great job of hiding away its motor
IM, Email, and Social Networks in one easy to use application!

The new M9050 rear derailleur does a great job of hiding away its motor, which is 50 percent more powerful than the one you’ll find in Shimano’s road Di2 derailleurs. That’s to combat the additional weight that muddy conditions can add to the components.

Just like its mechanical brother, the RD-M9050 has Shimano’s

Shadow RD+
clutch retention system. This means a rider can externally adjust the spring tension of the rear derailleur using an Allen key. The beauty of this is that with a motor controlling the shift, the tension at the clutch can be turned up to a level that would normally compromise shift performance for a mechanical derailleur.
The derailleur will be available in a short- and long-cage option, with the former weighing a claimed 289g.

FD-M9050 front derailleur
The front derailleur doesn't do this quite so well…: the front derailleur doesn't do this quite so well…

The XTR Di2 front derailleur is less subtle than its rear counterpart. It has a claimed weight of 115g and features the same auto trimming technology as the company’s Di2 road components.

SW-M9050 shifters
The shifter isn’t really a shifter – it’s simply a switch that has been given a short yet positive throw to try to replicate the feel of a conventional unit: the shifter isn’t really a shifter – it’s simply a switch that has been given a short yet positive throw to try to replicate the feel of a conventional unit

Thanks to Syncro Shift functionality, XTR Di2 can be set up to run with either one or two shifters at the handlebar, even with a triple crank. The shifter isn’t really a shifter, it’s simply a switch that's been given a short yet positive throw to try to replicate the feel of a conventional unit. The claimed weight is 64g per unit.

SC-M9050 system display
The bottom right of the lcd display features an indicator that displays information for fox's icd suspension system : the bottom right of the lcd display features an indicator that displays information for fox's icd suspension system

The brain of this groupset is a small handlebar mounted LCD display. While riding, the display communicates essential information such as battery level, gear position and shift mode (whether or not Synchro Shift is activated). It's integrated with Fox’s electric iCD suspension adjustment system – where the bottom right of the display includes an element which shows the suspension mode of a compatible fork and shock. It certainly leaves the door open for nerdy types and perhaps other manufacturers to exploit in the future.

The display also functions as a charging point for the system and a connection to Shimano’s E-tube software, where – just like in Shimano’s road applications – riders can customise a wide range of functions.

Battery and wiring
Di2 xtr battery options: di2 xtr battery options

Bottle cage mount will not be the only option (L) – notice the wires emerging from the head tube (R)

The battery unit as well as the wiring for XTR Di2 are identical components to the ones used in Shimano's electronic road groups. The battery can be mounted on a bottle cage, in a seat tube and can even be contained within the steerer unit of certain forks (although full details on this haven't yet fully emerged).

Related links
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Di2 technology has, just like it did for the first generation in the world of road, debuted at the top-end of Shimano's mountain biking range. The pricing alone is likely to keep these parts out of the hands of anyone other than Shimano-sponsored athletes and the very wealthy.

Rear derailleur — £429.99 RDM9050GS (short cage) and RD9050SGS (long cage)
Front derailleur — £269.99 FDM9050
Right shifter — £149.99 SWM9050R
Left shifter – £149.99 SWM9050L

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