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CITY BIKE PEDALS
Rp 1.500.000,00
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Rp 1.500.000,00Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
STANDARD PEDALS KIDS
Rp 60.000,00
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Rp 60.000,00Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
RACING PEDAL HURRICANE
Rp 400.000,00
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Rp 400.000,00Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
CLASSIC PEDALS
Rp 500.000,00
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Rp 500.000,00Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
SHIMANO XC200
Rp 600.000,00
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Rp 600.000,00Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
FIXED TORNADO
Rp 1.500.000,00
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Rp 1.500.000,00Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
Bicycle gearing is the aspect of bicycle drivetrain that determines the relation between the cadence, the rate at which the rider pedals, and the rate at which the drive wheel turns.
On some bicycles, there is only one gear and the gear ratio is fixed. Many contemporary bicycles have multiple gears and thus multiple gear ratios. A shifting mechanism allows selection of the appropriate gear ratio for efficiency or comfort under the prevailing circumstances: for example, it may be comfortable to use a high gear when cycling downhill, a medium gear when cycling on a flat road, and a low gear when cycling uphill. Different gear ratios and gear ranges are appropriate for different people and styles of cycling.
A cyclist's legs produce power optimally within a narrow pedalling speed range, or cadence. Gearing is optimized to use this narrow range as best as possible. As in other types of transmissions, the gear ratio is closely related to the mechanical advantage of the drivetrain of the bicycle. On single-speed bicycles and multi-speed bicycles using derailleur gears, the gear ratio depends on the ratio of the number of teeth on the chainring to the number of teeth on the rear sprocket (cog). For bicycles equipped with hub gears, the gear ratio also depends on the internal planetary gears within the hub. For a shaft-driven bicycle the gear ratio depends on the bevel gears used at each end of the shaft.
For a bicycle to travel at the same speed, using a lower gear (larger mechanical advantage) requires the rider to pedal at a faster cadence, but with less force. Conversely, a higher gear (smaller mechanical advantage) provides a higher speed for a given cadence, but requires the rider to exert greater force. Different cyclists may have different preferences for cadence and pedaling force. Prolonged exertion of too much force in too high a gear at too low a cadence can increase the chance of knee damage;[1] cadence above 100 rpm becomes less effective after short bursts, as during a sprint.[1]
YAMAHA HELMET BIKE
Rp 900.000,00
Rp 900.000,00
(3)
The Casco E.Motion Helmet, a new
helmet style and shape designed for the needs of E-bike users. Ideal all
year round climate regulation. Warm in winter, cool in summer with
added UV protection. High quality interior with easy to use dial fit
adjuster. Also features anti theft ring for attaching to a cycle lock.
The patented Monocoque-Ultra
design (Sandwich construction) offers an ideal material selection for
the E.Motion helmet, allowing complete safety with an extremely
lightweight and slim construction. A sophisticated ventilation system
within the inner shell provides the airflow. For this the number of
vents in the helmet is of secondary importance.
- Usage:
- Urban
- Shell construction:
- Monocoque Inmold process
- Fit system:
- Disk fit system. A headband with a disk fit dial for single handed continuous adjustment to the head size
- Straps:
- Adjustable chin/side straps
- Notes:
- Optional ear protectors for cold weather available - T071
The Casco E.Motion Helmet, a new
helmet style and shape designed for the needs of E-bike users. Ideal all
year round climate regulation. Warm in winter, cool in summer with
added UV protection. High quality interior with easy to use dial fit
adjuster. Also features anti theft ring for attaching to a cycle lock.
The patented Monocoque-Ultra
design (Sandwich construction) offers an ideal material selection for
the E.Motion helmet, allowing complete safety with an extremely
lightweight and slim construction. A sophisticated ventilation system
within the inner shell provides the airflow. For this the number of
vents in the helmet is of secondary importance.
- Usage:
- Urban
- Shell construction:
- Monocoque Inmold process
- Fit system:
- Disk fit system. A headband with a disk fit dial for single handed continuous adjustment to the head size
- Straps:
- Adjustable chin/side straps
- Notes:
- Optional ear protectors for cold weather available - T071
VEHICLE GPS RACKER
Rp 1.000.000,00
u-blox, the Swiss positioning and wireless module and chip company, announces UC530M,
a tiny parallel GPS/GLONASS module with built-in antenna. The antenna
module can be embedded in space-restricted environments because of its
tiny footprint of 9.6 x 14.0 x 1.95 millimeters. The highly integrated
SMT design reduces the need for external components and minimizes
manufacturing costs, u-blox said.
“Location-aware functionality in ever-smaller consumer and industrial devices is a clear market trend. This presents an increasing challenge to OEMs,” said Thomas Nigg, vice president of product marketing at u-blox. “Manufacturers are confronted with the difficult task of providing fast and accurate positioning in compact devices, while time-to-market and price pressure call for minimal R&D effort and low cost. The new UC530M is built to address these requirements: a complete low-power, high performance multi-GNSS receiver with integrated antenna. The module is easy to integrate in a wide variety of devices cost-effectively.”
With high sensitivity, -165 dBm in tracking, and very low power consumption, typically only 66 mW average power consumption, the UC530M can be directly connected to a lithium battery, eliminating costly voltage regulators. Advanced low-power modes are also supported along with three days self-assistance support. Additional functionality includes a logger function which stores location information in internal memory. With a typical log interval of 15 seconds, log capacity can be up to 16 hours.
The integrated antenna of the UC530M exhibits significantly better radiation efficiency than small patch antennas, and performs well against larger and heavier patch antennas. Its circular radiation pattern brings flexibility to hardware designs, u-blox said. The optional connectivity to an external antenna extends the applicability of the module to a wider range of devices from handheld computers to asset tracking systems. The module is drop-in compatible with the UC530 GPS antenna module announced in June 2012.
Engineering samples of the UC530M modules are available in December 2012.
Rp 1.000.000,00“Location-aware functionality in ever-smaller consumer and industrial devices is a clear market trend. This presents an increasing challenge to OEMs,” said Thomas Nigg, vice president of product marketing at u-blox. “Manufacturers are confronted with the difficult task of providing fast and accurate positioning in compact devices, while time-to-market and price pressure call for minimal R&D effort and low cost. The new UC530M is built to address these requirements: a complete low-power, high performance multi-GNSS receiver with integrated antenna. The module is easy to integrate in a wide variety of devices cost-effectively.”
With high sensitivity, -165 dBm in tracking, and very low power consumption, typically only 66 mW average power consumption, the UC530M can be directly connected to a lithium battery, eliminating costly voltage regulators. Advanced low-power modes are also supported along with three days self-assistance support. Additional functionality includes a logger function which stores location information in internal memory. With a typical log interval of 15 seconds, log capacity can be up to 16 hours.
The integrated antenna of the UC530M exhibits significantly better radiation efficiency than small patch antennas, and performs well against larger and heavier patch antennas. Its circular radiation pattern brings flexibility to hardware designs, u-blox said. The optional connectivity to an external antenna extends the applicability of the module to a wider range of devices from handheld computers to asset tracking systems. The module is drop-in compatible with the UC530 GPS antenna module announced in June 2012.
Engineering samples of the UC530M modules are available in December 2012.
“Location-aware functionality in ever-smaller consumer and industrial devices is a clear market trend. This presents an increasing challenge to OEMs,” said Thomas Nigg, vice president of product marketing at u-blox. “Manufacturers are confronted with the difficult task of providing fast and accurate positioning in compact devices, while time-to-market and price pressure call for minimal R&D effort and low cost. The new UC530M is built to address these requirements: a complete low-power, high performance multi-GNSS receiver with integrated antenna. The module is easy to integrate in a wide variety of devices cost-effectively.”
With high sensitivity, -165 dBm in tracking, and very low power consumption, typically only 66 mW average power consumption, the UC530M can be directly connected to a lithium battery, eliminating costly voltage regulators. Advanced low-power modes are also supported along with three days self-assistance support. Additional functionality includes a logger function which stores location information in internal memory. With a typical log interval of 15 seconds, log capacity can be up to 16 hours.
The integrated antenna of the UC530M exhibits significantly better radiation efficiency than small patch antennas, and performs well against larger and heavier patch antennas. Its circular radiation pattern brings flexibility to hardware designs, u-blox said. The optional connectivity to an external antenna extends the applicability of the module to a wider range of devices from handheld computers to asset tracking systems. The module is drop-in compatible with the UC530 GPS antenna module announced in June 2012.
Engineering samples of the UC530M modules are available in December 2012.
GARMIN GPS PX150S
Rp 850.000,00
Rp 850.000,00
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MICHELIN PRO RACE
Rp 850.000,00
Rp 850.000,00
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UNITED BIKE MOUNTAIN RED
Rp 1.950.000,00
Rp 1.950.000,00Our flagship 6 Series embodies all the qualities a pro-tour rider demands: precise steering, instant acceleration, long-ride comfort, hand-built quality, and personal customisation.Upgrades from Madone 6.5 WSD
Details :Description
Colours
Platinum/Crystal Pearl White/Berry
Frameset
Frame
700 Series OCLV Carbon, E2, BB90, internal cable routing, DuoTrap compatible
Fork
Bontrager Race XXX Lite, full carbon w/E2 asymmetrical steerer, carbon dropouts
Sizes
50, 52, 54, 56, 58cm
Frame fit
H2
Wheels
Wheels
Bontrager XXX Lite, carbon
Tyres
Bontrager R4, 700x23c
Drivetrain
Shifters
Shimano Dura-Ace STI, 10 speed
Front derailleur
Shimano Dura-Ace, braze-on
Rear derailleur
Shimano Dura-Ace
Crank
Shimano Dura-Ace, 50/34 (compact)
Cassette
Shimano Dura-Ace 11-28, 10 speed
Pedals
n/a
Components
Saddle
Bontrager Affinity Race X Lite WSD, hollow stainless steel rails, 144mm width
Seatpost
Bontrager Ride Tuned Carbon seatmast cap, 20mm offset
Handlebar
Bontrager Race XXX Lite VR, carbon, 31.8mm
Stem
Bontrager Race XXX Lite Carbon, 7 degree, 31.8mm
Headset
Cane Creek IS-8 integrated, stainless cartridge bearings, sealed, alloy, 1-1/8" top, 1.5" bottom
Brakeset
Shimano Dura-Ace brakes w/Shimano Dura-Ace STI adjustable-reach levers
Accessories
Grips
Bontrager gel tape
| |
Our flagship 6 Series embodies all the qualities a pro-tour rider demands: precise steering, instant acceleration, long-ride comfort, hand-built quality, and personal customisation.Upgrades from Madone 6.5 WSD
Details :Description
Colours
Platinum/Crystal Pearl White/Berry
Frameset
Frame
700 Series OCLV Carbon, E2, BB90, internal cable routing, DuoTrap compatible
Fork
Bontrager Race XXX Lite, full carbon w/E2 asymmetrical steerer, carbon dropouts
Sizes
50, 52, 54, 56, 58cm
Frame fit
H2
Wheels
Wheels
Bontrager XXX Lite, carbon
Tyres
Bontrager R4, 700x23c
Drivetrain
Shifters
Shimano Dura-Ace STI, 10 speed
Front derailleur
Shimano Dura-Ace, braze-on
Rear derailleur
Shimano Dura-Ace
Crank
Shimano Dura-Ace, 50/34 (compact)
Cassette
Shimano Dura-Ace 11-28, 10 speed
Pedals
n/a
Components
Saddle
Bontrager Affinity Race X Lite WSD, hollow stainless steel rails, 144mm width
Seatpost
Bontrager Ride Tuned Carbon seatmast cap, 20mm offset
Handlebar
Bontrager Race XXX Lite VR, carbon, 31.8mm
Stem
Bontrager Race XXX Lite Carbon, 7 degree, 31.8mm
Headset
Cane Creek IS-8 integrated, stainless cartridge bearings, sealed, alloy, 1-1/8" top, 1.5" bottom
Brakeset
Shimano Dura-Ace brakes w/Shimano Dura-Ace STI adjustable-reach levers
Accessories
Grips
Bontrager gel tape
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