busana muslim

busana muslim

CITY BIKE PEDALS

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 1.500.000,00

 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]

STANDARD PEDALS KIDS

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 60.000,00

 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]

RACING PEDAL HURRICANE

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 400.000,00

 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]

CLASSIC PEDALS

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 500.000,00

 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]

SHIMANO XC200

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 600.000,00

 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]

FIXED TORNADO

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 1.500.000,00

 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]

YAMAHA HELMET BIKE

YAMAHA HELMET BIKE

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

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

VEHICLE GPS RACKER

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

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.

GARMIN GPS PX150S

GARMIN GPS PX150S

Rp 850.000,00

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 850.000,00

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.

MICHELIN PRO RACE

MICHELIN PRO RACE

Rp 850.000,00

Weight: 231 grams Applications: Road Racing, Performance Road Riding  Tire Type: Clincher-Folding  ISO (ETRTO) Size: 23-622 mm Min Pressure: 115 PSI Max Pressure: 145 PSI Threads Per Inch: 120 TPI Made in: Thailand  Black/Black 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Dark Gray/Light Gray 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi White/Black 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Red/Gray 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Yellow/Gray 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Blue/Gray 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Dark Orange/Light Orange 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Red/Gray 700x25 ISO (ETRTO) Size: 25-622  Max Pressure: 130 psi Blue/Gray 700x25 ISO (ETRTO) Size: 25-622  Max Pressure: 130 psi

Rp 850.000,00

Weight: 231 grams Applications: Road Racing, Performance Road Riding  Tire Type: Clincher-Folding  ISO (ETRTO) Size: 23-622 mm Min Pressure: 115 PSI Max Pressure: 145 PSI Threads Per Inch: 120 TPI Made in: Thailand  Black/Black 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Dark Gray/Light Gray 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi White/Black 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Red/Gray 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Yellow/Gray 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Blue/Gray 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Dark Orange/Light Orange 700x23 ISO (ETRTO) Size: 23-622  Max Pressure: 145 psi Red/Gray 700x25 ISO (ETRTO) Size: 25-622  Max Pressure: 130 psi Blue/Gray 700x25 ISO (ETRTO) Size: 25-622  Max Pressure: 130 psi

UNITED BIKE MOUNTAIN RED

UNITED BIKE MOUNTAIN RED

Rp 1.950.000,00

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 700 Series OCLV built w/proprietary HexSL carbon Up to 100 grams lighter 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

Rp 1.950.000,00

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 700 Series OCLV built w/proprietary HexSL carbon Up to 100 grams lighter 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