Incidentally, these same brands obsess over rear linkage geometry, tuning even common rear suspension types specifically for each model. F or Structure Cycleworks, when approaching the question of how to address key kinematic and handling goals, there was only one imperative: start with as few preconceptions as possible, plotting geometry for a dedicated chassis instead of designing a replacement fork.
That flexibility in thinking about how to make a bike move, how to orient frame members and package components - and about what standards to adopt, what sort of hardware to use, and what materials to use for the frame - has proven to be an advantage and a constant challenge.
A few decisions were straightforward. Boost and All bearings and components had to be standard bike fare that can be replaced at a local bike shop, even if the frame itself seems exotic. Basic geometry and fit had to be what riders expect, although we made a number of decisions to get ahead of trends and take best advantage of the stability-enhancing kinematics of our linkage chassis. Other decisions have been more challenging.
Where should the front shock be located? How long should the front arms be? How much brake anti-dive is too much, negatively impacting bump compliance? How steep should the seat tube be, and should we prioritize actual or effective seat tube angle? How far should we go to keep mud and water out of bearings? We went to extremes, with x-ring seals at each main pivot.
Drawings - from early sketches to recent eDrawings - illustrate how the design of the SCW 1 evolved as decisions became firm. Don't have an account? Sign up. Whyte's PRST-1, with its aluminum monocoque chassis and articulated linkage fork, would be passed off by most of us as a one-off trade-show concept bike.
In fact, it enjoyed a successful production run and earned a number of victories in competition along the way. Thousands were sold, but its zenith would be brief. The design was penned and "prototyped" using Meccano toy parts and rubber bands while engineers Jon Whyte and Adrian Ward were holed up at Taipei's international airport, waiting out a massive typhoon in Staving off boredom, the pair outlined the three detrimental issues of telescopic forks at the time and challenged each other to come up with a solution.
By the time the storm lifted, they had a working proof-of-concept linkage fork - the first steps of a three-year odyssey that would spawn a bicycle brand and challenge the industry to resolve steering issues that would linger on for another 15 years.
Whyte Bikes' Ross Patterson tells the story:. Jon Whyte and Adrian Ward built their proof-of-concept fork from a Meccano toy construction kit they purchased at the Taipei airport.
When they finally did get home, they were hooked on the idea, and serious discussions about how to build a prototype were underway. They anticipated a lifetime warranty. The design and prototype work was carried out by Jon and Adrian, both having considerable Formula-1 experience, and later backed up by Nic Burridge. The prototypes were developed and tested, and they proved to be so much more superior to contemporary telescopic suspension forks that it was hard to resist pushing the button on series production.
Those initial forks had virtually no lateral flex, no stiction and even at full compression, no loss of trail. The nickname stuck. We abbreviated it to PRST-1 for production. Cut Short in its Prime The end of our PRST project was decided by the successful introduction of the Fox Forx - a 32mm-stanchion, mm travel, hydraulically damped fork, that worked really well, was very reliable, and it overcame two of the three main issues that lead us to create PRST-1 in the first place: flex and stiction.
It was a six-bar linkage designed to sustain anti-dive while still maintaining a fully active suspension. The prototype was remarkable to ride. The amount of dive was tuneable, from pro-dive to anti-dive. You could ride down a slope, haul on the just front brake and there was no dive from the front suspension at all.
Then if you performed the same thing with just the rear brake, the front suspension would dive. Aesthetically, though, it was even more challenging to look at — but it was even more amazing to ride. As for finding ways to maintain trail?
We benefit from that now with our current reduced-offset designs, with which you are familiar. Whyte's PRST-1's linkage fork was lightweight and laterally rigid - and it used a Fox shock, which was the most reliable suspension component produced at that time.
Are Bike Brands Greenwashing? We Asked An Expert views. Preston, created by Wallace?! Preston was invented by Wendolene's father, Wallace helped foil Preston's evil plan to rustle sheep and then modified him to be more friendly at the end. OrangeGoblin Aug 22, at One is born every minute,,, twice a minute in england and canada. RedBurn Aug 22, at Never a good word said. Ooooo why yoooou!!!!! Really a low level troll, worth of its name.
His trolling game has to be one of the weakest in history tho, I must agree. I'll be implementing new safeguards and approval processes to ensure it never happens again. Your prepubescent instincts match your classic miserable excuse for a sense of humour. Canadians are so sensitive and easily soiled, got to just send a laugh heading in your direction hwah hwah. Poulsbojohnny Aug 22, at Sorry for the long wait I was out riding before my director conference call this afternoon.
ShempHoward Aug 22, at If you have to assume where someone lives he must have really got you flustered. You guys need to put on your big boy pants one of these days. Funny, how success in the industry is so closely related to aesthetics of a product in the first place, not the quality of it. You may want to convince the world your bike will ride faster and safer than any other, but it simply can't resemble Optimus Prime's p0rn nightmare if you wish to sell it to other people than your friends or family.
Big pros to Whyte for such a brave concept. WAKIdesigns Aug 22, at I think that while good looks and make up may successfully mask shortcomings, there is not a single thing in nature that looks weird and is successful. Nearly all apex predators look graceful and efficient. All legendary war machines or super cars look good. Strive for high performance in difficult conditions carves diamonds or at least average uniform adaptations, but rarely weirdos. You may be a weirdo, but it will never win you a popularity contest and popularity contests are a part of our social life and we need basic acceptance of even small group.
WAKIdesigns : I think that your argument is based on reverse causality. Whether something in nature is successful or not is not subjective, but our appreciation of its looks is. I think it is more that we are prone to thinking something successful looks cool than the other way around this is in the end how famous people drive fashion. That being said, linkage forsk do look odd, but I would be more than happy to give one a try!
R-M-R Aug 22, at WAKIdesigns : www. If you ride this bike backwards it makes a ton of sense. Four bar in the front and single pivot rear not so sure if you're mentally fit for society.
You know, hipsters, ever heard of them? I will even explain you why it is so, it is called mutation. Biological life develops through mutations. There is probably no other place on Earth and consequently within millions if not billions of light years, like the human realm where information mutates at such fast rate.
There would be no mutations without hipster reflex. Do you notice how your post is a double edged sword? Like most abstract concepts. What you fail to see is that you are looking at a mutation that did not withstand the adaptation and competition with mutation of existing species, read: telescopic fork.
You have evidence in front of your eyes, that a particular design was proven lesser. This design is an evidently less efficient way of solving steering and suspension of a bicycle. A swingarm works well in one direction, if you add steering you immediately run into stiffness problem. That is because unlike car chassis, you have no width to play with.
Car swingarms are often as wide as they are long. Which provides good chassis for the steering of the wheels. On a bicycle, the situaion is reversed. Steering provides chassis for suspension. The value of this design presents itself in providing physical evidence that telescopic fork design is superior design adressing steering and suspension of a bicycle.
WAKIdesigns WAKIdesigns : Discussing taste is always going to be difficult. I don't agree but I won't bother to argue either. As for a swingarm for steering, I don't agree with you that it is bound to lack stiffness.
Both front and rear wheels are subject to lateral forces when cornering and there are quite few mountainbike designs out there where the rear wheel is connected to the front triangle through a linkage.
A decade ago I recall seeing bikes from Marin and Whyte with their "Quad" suspension where the entire linkage reaches up to the front of the front triangle.
Apparently it worked. Lateral forces on the wheel aren't that much higher for the front wheel. I've never looked into the steering moment transmitted through the headset but I doubt it is much compared to everything else. I think I push and pull more down onto the handlebars than that I apply a considerably moment around the steerer. If there were something to be skeptical about, it were the relatively long axle to crown single crown forks into a mm headtube we're seeing nowadays.
But we've seen all that work out fine. Long linkages in the rear, long forks in the front. I see no reason to assume a long linkage in the front shouldn't work.
The moment you fly at speed between berms, land sideways, pedantic world of cool concepts stops being so applicable. And most people making those things have never experienced this level of riding, like most people shouting "telescopic fork is an outdated design! Like most proponents of gearbox for bicycles. Not even training laps, and if you did, you'd get punched in the face as soon as you stop in the paddock. StFred Aug 22, at WAKIdesigns : When 'weirdo' things are successful and slaughter at contests, the regulatory guys rush to dismiss and forbid.
Just like Formula 1 and other motorsports. StFred : oh yeah, it's just that you don't see how many weirdos never made it out of the workshop, whereas in MTB quite many weirdos are out running free waiting to be screwed by a hipster who found no other way to raise his game than wear or ride something weird. Joe Graney wrote extensively on how many prototypes they rejected and it is easy to believe him, since SC is a big company, but when a small company comes out with a weirdo, you can be quite sure they count on weirdos to buy it.
The law of attraction. With their widespread acceptance, it became clear to us that the days of the humble quick release or even the seatpost collar were numbered, so we have created Intergrip, our proprietary internal seat post clamping system featured on all our Suspension bikes and selected Hardtail and CX frames.
Not only does it look neater, but with no split in the tube to allow for clamping, tolerances can be much tighter and water kept out of the frame for longer, no matter how British the conditions. Getta Grip has been developed from scratch to improve the way a seatpost is held in the frame. The Patented Getta Grip system takes a whole new approach using a pad that fits through a window in the frame - ideal for UK conditions as there is no open slot to let in mud and water.
Because the Getta Grip seat clamp only has to hold the seatpost rather than bend the frame, less force is required to operate it. The clamping force is spread more evenly making it ideal for carbon posts and has been officially approved by Easton for use with all their seatposts. The benefits of tubeless, higher-air-volume tyres is now well established provided they are correctly inflated.
In short, they offer a dramatic increase in comfort, climbing traction, confidence and speed, with only a negligible increase in rolling resistance. The tyre is kept in place on the rim by air pressure inflating the tyre which, as it is held captive on the rim bead, expands out into a structure with an air chamber of circular cross section. To resist the air pressure, the tyre exhibits a hoop stress otherwise known as casing tension in its carcass. This casing tension is related to the air pressure in the chamber and the volume of the chamber the volume is defined by the width of tyre and rim.
So what does this mean for the ride characteristics of a bicycle? To maintain the same vertical stiffness in a tyre so it rolls along the road or trail efficiently, a 2. The advantage here comes when the tyre contacts a square-edge bump that causes the tyre to deflect and deform. Because of the lower pressure in the 2. A smaller volume tyre with higher pressure will not deform so much and will likely transfer the energy into lifting up the bike as well as the rider.
This means energy is lost from forward momentum meaning the bike rolls less well along the trail. So in short, the 2. All this adds up to offer the rider a significantly more comfortable and more confidence inspiring trail ride. It increases the Trail for improved steering stability, and moves the mass of the fork and wheel closer to the steering axis for a more neutral steering feel An important note the Reduced Offset Fork is only one part of the formula.
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