Bicycle Technology

Bicycle Technology

The late 1800s ushered in a huge bicycle boom, and people began to experiment with bicycle shapes and styles to suit the varying needs of the rider. Will this bicycle be used for racing or for recreation? How fast will the rider want to go? How comfortable should the rider be while riding? Is this bicycle safe to ride? These questions and many more led people to develop new technologies that would help evolve the bicycle from the high-wheel models seen in early pictures to some of the high-tech racing machines we have today.

In the last decade of the 19th century, at least one-third of all new patent applications at the U.S Patent Office were bicycle related. People focused the changes and improvements they made on what they thought bicycle riders wanted or required. Despite a varying degree of styles and models, four major focuses stood out from the rest: speed, safety, comfort, and endurance. When considering speed, people thought about how fast they wanted to ride their bicycles: is this bike for serious racing, or will it only be used for leisurely riding? Safety and comfort came under scrutiny, and soon after brakes, spokes, and cushion seats were incorporated into the anatomy of the bicycle. Later, the use of hand-brakes, adjustment of handlebars, and development of special male and female seats added to safety and comfort features. When endurance or durability mattered and long races or distances were involved, the materials used to build the bicycle were retested or it was rebuilt with lighter material to better withstand wear and tear.

Many materials were experimented with so a bicycle would have just the right feel to it. Wood was used in most early models, but then people began fashioning bikes out of metal. When racing and traveling faster became more important, manufacturers began using aluminum piping for the frames, which was much lighter. Even though automobiles didn't catch on until the 20th century, people kept experimenting with how to make bicycles better, faster, and more powerful. The very first automobile was a tricycle that put a steam engine to use.

Back; Front; Riders

These pictures show a front and a back view of the very first automobile and people enjoying a ride on it. The vehicle was a tricycle equipped with a Lucius D. Copeland steam engine of 2600 R.P.M. and Silsby Type Boiler operating at 100 lbs. It used kerosene for fuel, and was built in Camden, New Jersey in 1887 by the Northrop Manufacturing Co.

Sewing machine factories had the equipment and skills to build bicycles, so some companies made the shift to this new, promising business. One such converted engineer was James Starley, one of the leading bicycle makers of his generation. Starley made a series of basic technological improvements that led to the development of the modern bicycle. As early as the 1870s, he devised ways to make steel tubing light yet strong enough to build bicycles. Later, he invented the "lever-tension" wheel, with metal rods attached between hub and rim. When the rods were tightened, the hub turned slightly, increasing the tension on the spokes in one simple movement.*

The drawings below are of John C. Raymond's bicycle, patented on June 20, 1899 in New York, NY. The text reads:

Be it known that I, JOHN CARLYLE RAYMOND, of New York, (Brooklyn,) in the county of Kings and State of New York, have invented a new and Improved Bicycle, of which the following is a full, clear, and exact description... The object of the present invention is to provide a new and improved bicycle arranged to permit a rider to conveniently change the gearing from a high speed to a low speed, or vice versa, and manipulate the bell and brake by means of electricity and to insure against being run into during the night by displaying a danger-signal from the rear.

U.S. Patent Office; Figure 1; Figure 2; Figure 5; Figures 6 and 8; Figures 3, 9 and 10

The 1890s was known as the decade of the bicycle. Once prices became reasonable for most people (under $100 for a good bike), a social revolution occurred. Doctors and lawyers became indistinguishable from shopkeepers and tradesmen when they were all riding in uniform with their bicycle clubs. Young people found themselves able to pedal eyond their own neighborhoods, and a generation of women traded in their corsets for bloomers to make for easier riding. Bicycle progress continued, and the improvements that transformed the high-wheeled contraptions of the past to the sleek, comfortable designs of today make the bicycle a vehicle of continued technology.

reference :
http://www.fi.edu/learn/sci-tech/bicycle-tech/bicycle-tech.php?cts=instrumentation

NASA says spaceship's violent vibrations under control

• NewScientist.com news service
• Elise Kleeman

On the heels of a grim congressional report about problems with the development of the space shuttle's successor, NASA says it has everything under control with at least one potentially fatal issue – a violent shaking of the craft during lift-off.

The space shuttles are due to be retired in 2010. NASA is currently designing their replacement, a rocket called Ares I and a crew capsule called Orion, which should begin flights in 2015.

But during a design review for Ares I in October 2007, engineers calculated that the rocket might vibrate so severely in the first few minutes of launch that the shaking could actually kill the crew and destroy the spacecraft.

The problem was made public in January, after the independent website NASA Watch and the Associated Press questioned NASA and filed Freedom of Information Act requests with the agency.

But at a media teleconference on Thursday, NASA officials said a panel of experts had since found that the shaking was milder than first thought, and had developed a number of possible mitigation measures.

"What we have found as we go along the way is that this is a very manageable issue," said Steve Cook, manager of Ares Projects for NASA's Marshall Space Flight Center in Huntsville, Alabama, US. "It is not a show stopper."

Swirling vortices

At the root of the problem is vibration common to all solid rocket motors, including those used to launch the space shuttle. As the first stage of the rocket fires, disturbances in the flow of fuel create swirling vortices of gas within the rocket chamber similar to the wake behind a speeding boat.

Unlike with the shuttle, however, the solid motor vibrations of Ares I would nearly match the natural frequency of the entire launch craft, which includes the crew-bearing Orion capsule.

The result is a wrenching, amplified rattling that would make the spacecraft expand and contract like a bouncing Pogo stick.

"It's like pushing your kid on the swing," said Garry Lyles, associate director for technical management at Marshall Space Flight Center. "If you push your child at just the right frequency, you can really get them going high."

Adding weight

A team of in-house and industry experts assembled by NASA in the months since the discovery of the design flaw has found that the vibrations are not as violent as once thought. Still, the shaking remains two to three times stronger than NASA hopes to achieve for the safety of crew and craft.

NASA has proposed several mitigation measures. The leading candidate would counteract vibrations by using "tuned mass dampers" – masses on springs that cancel out the spacecraft's oscillations by moving in the opposite direction.

Another option, Lyles said, is to alter the natural frequency of the launch vehicle until it no longer matches that of the solid motor during lift-off. The launch vehicle's vibration frequency could be decreased by adding weight to the craft or by making it less stiff.

Shock absorbers

NASA's goal is to lower the impact of the shaking to a force of 2 gs. Modifications to the Orion crew capsule, such as shock absorbers in the astronaut's seats, would further decrease the effect on the crew to between 0.14 and 0.30 gs.

"At those limits, they're able to read the console, to flip switches, to write, to do anything that they need to be doing," Lyles said.

Despite NASA officials' assurances that the vibration problem can and will be solved, though, the effort to replace the ageing shuttle fleet remains dogged by many other challenges, according to the Government Accountability Office, the investigative arm of the US Congress.

In a report released on Wednesday in advance of a congressional hearing on NASA's exploration initiative, the GAO highlighted many concerns that it says leave "considerable unknowns as to whether NASA's plans for these vehicles can be executed within schedule goals" and "pose risks to the successful outcome of the projects".

The GAO lists several concerns, including:

• A history of weight problems with the Ares I and Orion designs that could keep Orion from actually reaching orbit;

• Development of an essentially new engine for Ares I's upper stage;

• The lack of industry capability to produce the heat shields that Orion will need to re-enter Earth's atmosphere; and

• Insufficient test facilities for Ares I's new engine, for replicating the engine's vibration and acoustic environment, and for testing the thermal protection system for the Orion vehicle.

At this time, however, none of the problems are severe enough to foil NASA's next-generation spacecraft, Cristina Chaplain, the GAO's director of acquisition and sourcing management, said at the hearing.

There are no problems "that we have determined to be a fatal flaw", she said.

Reference :

http://space.newscientist.com

2008 Buell Ulysses XB12XT Review

Lower, better handling Ulysses ‘Shortcake’ sure to appeal to fans of this brand

By Pete Brissette, Mar. 26, 2008, Photography by Kevin Wing, Alfonse Palaima

As a company, Buell's products not only defy many conventions, the business itself seems to be defying the trend of challenging sales in some parts of the industry. "Sales were up in January and February," Paul James, Buell’s Director-Product Communication told Motorcycle.com. Though exact figures weren't available, that’s an interesting fact considering Buell's parent company, Harley-Davidson, has felt a bit of an impact from the tightening U.S. economy.

No doubt the forward momentum owes a great deal to the company's late-2007 release of the highly-anticipated liquid-cooled V-Twin 1125R, especially considering "dealer fill" (each dealer that wanted an 1125R has received at least one unit) has already been achieved. But the company's current sales success is also due to the humble Ulysses. Of the nine bikes making up the product line, six of those carry the letters XB; of those, the Uly is the strongest selling machine according to Chris Nelson, Director of Product Planning for Buell.

2008 Buell Ulysses XB12XT.

So, despite Erik Buell's venerable racing history and the influence it's had on many of his bikes, the odd-looking and strangely-named (Eric likes Greek mythology) Ulysses with 17-inch wheels, sporty rubber, dirtbike-style handlebar and over 6-plus inches of suspension travel wins the day.

Buell has had the time, so it must have wisdom. Or at least they've heard the cries of the media, consumers and corporate execs. If there was one thing about the Ulysses that could be perceived as an Achilles tendon to further domination of sales by the adventure-tourer, it would probably have to be all the spring in its step. With the aforementioned suspension travel, seat height is a short-statured pavement-loving rider's nightmare at 31.8 inches. Enter the 2008 Ulysses XB12XT: a Ulysses for those lusting after a Uly that they can climb aboard without actually having to "climb aboard." Seat height is 30.7 inches. We should note here that Buell (as well as Harley) list saddle heights as "ladened, " meaning the seat height stats are measured with a "design rider" (180 lbs, give or take) and full of all fluids. Just some seat F.Y.I.

"Nine-tenths of wisdom consists in being wise in time."-Theodore Roosevelt

Official marketing speak for the Ulysses XB12XT is that it is an adventure "sport-touring" motorcycle. Each bike is aimed at experienced riders, but with different backgrounds: the X model for those with dirt experience, and dedicated sport riders for the XT; both with wanderlust in their hearts.

With the lower, sport-tuned suspension on the new Uly, stability in the corners is enhanced when compared to the longer-travel Ulysses XB12X.

The great thing about the new Ulysses is that it's largely the same as Uly numero uno. Very few things separate them. The XB12XT uses a new 43mm fully-adjustable inverted Showa fork with 4.9 inches of travel (similar travel to other XB models) while the XB12X's 47mm fully-adjustable inverted Showa fork travels 6.5 inches. Rear suspension travel on the XT is 4.9 versus 6.3 inches on the X, and the XT uses the same rider-accessible remote preload adjuster. Digging into that lower suspension, John Bunne, Test Technical Expert for Buell, informed Motorcycle.com that the fork is unique to the XT and not just a hack job on the springs. "It's a different fork altogether. Both bikes have triple rate progressive springs, but the rates on the XT aren't the same as on the X."

Additionally, Buell worked with Showa to develop a new urethane bumper on the shock that "spreads compression forces," allowing for a more forgiving ride over crummy pavement or when loaded with gear and passenger.

The XT comes with a taller windscreen, hard saddlebags and trunk case as standard; you'll have to pony up extra to get those on the X model. The new XT uses Pirelli Diablo Stradas for better feel and higher mileage while the adventure-touring bike is plied with the Pirelli Scorpion Sync, primarily because that tire's more aggressive tread pattern is better suited to off-pavement excursions.

Both Ulysses use the ZTL perimeter-mounted rotor brake system, but each bike has a slightly different wheel. They look alike, but the wheels on the XB12XT are lighter by a pound a piece. Wheels on the X have added material for durability.

A couple other details complete the very thin line between the two Ulysses. The original Uly's 6-spoke wheels are reinforced with more material around the tire bead area for added strength. The new Uly isn't targeted for single track use (or as much) so its wheels needn't be as durable and thereby are nearly one pound lighter, each. That's a significant savings considering rotating mass, inertia 'n' all that stuff. Though function could be debated, the X's fender is still reminiscent of a certain "other" A-T bike on the market, while the XT's front fender is rather traditional.

Dimensionally, the XT chassis varies a half degree here or a tenth of an inch there (including less than an inch difference in ground clearance) but only as a matter of course from the lower suspension. Otherwise, the bikes share the same 1203cc rubber-mounted air/oil/fan-cooled 45-degree V-Twin, fuel-in-frame and oil reservoir/swingarm chassis and 375mm perimeter-mounted rotor ZTL front brake. The bikes are like fraternal twins, really, but, like twins, act differently though they look a lot alike.

Buell: Coming to an H-D dealer near you...again It's no secret that Buell bikes haven't been readily embraced by the ultra-devoted Harley crowd. It's highly probable that if they didn't at least have an American powerplant they would've been driven from the village by pitch fork and flaming torch (or at least flaming paint job). If you've been to two different H-D dealers that carry Buell then you may have seen one dealer shoving its three dusty Buells into the corner next to practical riding gear, while another dealer may have gone so far as to create a separate entrance for the Buell side of the shop. In an effort to raise brand awareness and foster current growth, Buell has created a dealer within a dealer, called The Buell Experience. For now, this will still be at H-D dealers, but two stand-alone Buell dealerships are running, though they are an extension of existing Harley dealerships. The entire retail environment is designed around creating a "garage feeling" as well as an atmosphere of being uniquely Buell, catering to those riders who currently love their Buells, and enticing those that may have been interested in a Buell but most likely wouldn't have set foot in an H-D dealership. Along with displays tailored to the Buell fan, areas to hang out and general Buell goodness, each Buell Experience will have a "Knowledge Center." This will be an interactive information kiosk replete with computer terminal there to help you get Buellified. Three Buell Experience shops exist with more in the works: Skip Fordyce Harley-Davidson & Buell, Riverside, CA, Granite Mountain Harley-Davidson, Conyers, GA and Harley-Davidson of Ocala, Ocala, FL.

To sample the new Ulysses, Buell invited us out to the surprisingly tranquil wine country of Temecula, CA as the ride start point. From there we worked our way to the accessible and inviting mountain community of Idyllwild via state highways 74, 79 and 243, and then back again. Fortunately for us we had the grand opportunity to ride both bikes back-to-back.

Even without having sat on a standard Ulysses in at least eight months, saddling up to the new Uly was exceptionally easier and inviting. Please don't be fooled, though, into thinking that the XT has a different saddle to achieve the lower height; both bikes use the same seat. More than just an easier straddle, the new XT feels more stout, "like a bulldog," said our faithful photog Fonzie. You can almost sense the sporty intentions of the new Ulysses. Astute Fonzie also wisely observed that the taller windscreen doesn't necessarily generate more turbulence, but does increase wind noise. This will probably turn out to be one of those love it or hate it things once more XT bikes make it to the public, depending on the size of the rider.

Despite a little less than an inch decrease in ground clearance, scraping hard parts wasn't an issue on the XB12XT. We weren't dragging knees during the ride but could reasonably assume that it would take some aggressive riding to touch a peg.

With a lower center of gravity we were eager to see how the new Ulysses would handle the moderately-tight and often fast, sweeping turns of the mountain roads. The XT transitions into and between turns more readily if for no other reason than you're not levering the bike over as far from one side to the other as on the taller X. But we can't forget about those lighter wheels stepping in to help. The other generous contributor to handling on the XT is its sport-oriented state-of-tune in the suspension. Where the X will experience chassis pitch during on/off throttle, a bit of wallow mid-turn and substantial dive under braking, the XT eliminates virtually all of those issues. Bends in the road were met with stability, little to no protest due to line changes, and a fraction of the brake dive.

Considering its dry weight gain of 40 lbs (thanks largely to the hard luggage), the XT's tarmac prowess is all the more impressive. Winding ribbons of pavement only encouraged me to ride the Ulysses XT more like a sport bike.

Another notable characteristic was ride quality. The XT was far more plush without being spongey, and this with still more "sport" left in its tuning range, according to Bunne. Conversely, frost heaves, expansion joints and generally rough pavement revealed a harsher ride from the X's suspension. The original Uly isn't particularly bad in handling or ride comfort, we just have to remember its broader focus; compromises have to be made. The differences between the two Buells become clearer with each mile: one loves the street while the other embraces both pavement and dirt, excelling at neither, but handling each with confidence.

You, sitting there at work, dreaming about my job. Me, sitting here dreaming about the next new bike I'll get to ride...

The Ulysses is a favorite among fans of the brand, and a leader at Buell. The Ulysses XB12XT should only prove to expand the legion of believers.

The Ulysses XB12XT will be available in Thrust Blue, Racing Red or Midnight Black and retails for $12,995.

The Perfect Bike For...
The shorties among us who've always wanted a Ulysses but didn't want to carry a step ladder and would prefer to stay on the tarmac.
Highs:		Sighs:
Shorter 30.7-inch saddle height Turn-key tourer thanks to hardbags as standard Improved on-road, sport-inspired handling		Taller windscreen seems to aim airflow at helmet Need to keep engine on the boil (over 4500 rpm) for best performance 40 lbs dry weight gain

2009 Pagani Zonda - Spied

Next generation of the road-hugging Italian boutique supercar coming to the U.S.

BY JAKE HOLMES, PHOTOGRAPHY BY AUTO SCOOP
May 2008

Bearing a slight resemblance to the Batmobile, these spy pictures show the next Pagani Zonda testing in Italy.

The Italian automaker is not divulging many details, but we do know that this car will replace the current Zonda F and, like all previous Paganis, will use an engine supplied by Mercedes AMG. We expect the new car to produce close to 700 horsepower, which could mean we’ll find the supercharged 5.4-liter V-8 from the McLaren SLR 722 Edition in the engine compartment behind the driver; it’s a motor that already touts a tire-smoking 632 hp.

The current Zonda F is powered by a 7.3-liter V-12 making 602 horsepower that rockets the car from 0 to 62 mph in less than four seconds.

Since its launch in 1999, the Pagani Zonda has followed a simple principle: take a low-slung, aerodynamic body and a monstrous AMG engine to create a supercar that can play with Ferrari Enzos and Lamborghinis. The new car looks set to follow the same pattern, although its lines are softer and curvier than current Zonda designs. It still looks like it was sculpted by engineers with rulers, but with cleaner styling than before.

Pagani’s signature quad-exhaust tips poke out of the rear fascia and huge inlets in the front bumper gulp for air. Like prior Zonda, this one sports clever aerodynamics to keep it snug to the ground, including a carbon-fiber rear spoiler and splitter. Sweeping body curves should let air flow over the car.

Pagani plans to launch the new Zonda sometime next year. The car will be sold in the U.S. starting in 2010.

One thing we do know is that the Zonda will be expensive and exclusive. Pagani’s factory in Modena, Italy, builds fewer than 20 cars per year, and the least expensive model starts at a cool $457,000.

Rolls-Royce 'baby' RR4: first official pictures

• 
• 

By Tim Pollard

First official pictures

28 May 2008 09:07

Rolls-Royce has issued two design sketches of the new RR4 – the long-awaited 'baby' Rolls. As you might expect from Rolls-Royce, these things are relative: the RR4 will be longer than a long-wheelbase BMW 7-series and is expected to cost £175,000.

Until now, information on the baby Rolls has been scant, but we can finally add some concrete detail to the story. The official announcement from Goodwood confirms:

• RR4 codename
• Launch in 2010
• Smaller than a Phantom
• 'Powered by a new engine, unique to Rolls-Royce'
• Priced 'around £175,000'

Rolls-Royce RR4: the design

The teaser images released by Rolls-Royce reveal a caricature of a smaller limo; it retains the imperious, upright grille and long bonnet template set by the Phantom, but adds a slammed glasshouse and – whisper it – a whiff of Chrysler 300C about the C-pillar.

There's no denying the impact the car will have, though. From these heavily stylised designer doodles, it looks fresh and more contemporary than the regal Phantom. We just hope the production car retains this flavour.

The design chief speaks

Chief designer Ian Cameron said: 'Effortless performance and standard-setting levels of comfort and efficiency, executed with the utmost care and attention, remain fundamentals of Rolls-Royce design.

'The RR4 has a more informal presence than the Phantom models with a greater emphasis on driving. In design terms this is expressed through its slightly smaller dimensions and more organic form, yet with powerful, purposeful proportions. It is a true and uncompromising Rolls-Royce in every sense.'

So when will we finally see the new baby Rolls-Royce?

'The design was signed off in 2007 and engineering development is now fully underway,' says the announcement. Further design and engineering details will be announced in 2009 before the car goes on sale in 2010.

The Goodwood, England, manufacturing facilities are being rejigged to squeeze in the second assembly line to accommodate RR4 production, with extended paint, wood and leather shops. Rolls-Royce will switch to two production shifts in 2009.

Rolls Chairman Ian Robertson said: 'RR4 will mark a milestone in the history of Rolls-Royce Motor Cars. The business continues to go from strength to strength and the introduction of this new model will expand the appeal of the brand. We look forward to this next chapter with anticipation and confidence.'

And how much will the RR4 cost?

Forget other publications' claims that the baby Rolls will cost up to £300,000; the RR4 is going to cost £175,000 – nearly £100k less than the Phantom. 'We will never build an entry-level car,' said a spokesman. 'All our products must be true Rolls-Royces.'

BMW M1 Hommage concept

By Tim Pollard

First official pictures

27 April 2008 12:47

The new BMW M1 Hommage was a surprise debutant at the Concorso d’Eleganza 2008 di Villa d’Este this weekend. No prizes for guessing what it is: this is an official concept car to mark the 30th anniversary of the original M1 supercar.

The Hommage is a clever reinterpretation of the 1978 coupe, bristling with echoes of the original. The low-slung coupe stance, the slatted deck where a rear window should be, those polished, sink-strainer alloy wheels - it's an unambiguously direct bloodline connected to BMW's first proper supercar.

BMW M1 Hommage: not all retro

Don't expect a Mini-style trip down memory lane. The M1 Hommage is brought bang up to date with the latest design trends: there's the (now compulsory on any sports car) rear diffuser, the usual lack of any visible door handles and typically tiny door mirrors. We like the BMW roundel sitting on the extremities of the rump though.

The official line is that the M1 is a celebration pure and simple, but the July 2008 issue of CAR Magazine reveals BMW is deadly serious about the project.

A rare BMW surprise

It's rare for a manufacturer, and especially BMW, to throw a complete surprise, but few outside Munich's HQ even knew this show car was coming.

BMW M1 Hommage: Mid-engined, rear-drive

The M1 Hommage's designers say they took inspiration from the 1972 Turbo concept by Paul Bracq, which led to Giugiaro's M1 production car. Naturally, the 2008 version is still mid-engined and rear-drive - and it's roughly the same size as the original M1, although the wheelbase is stretched.

Even the paint job is retro inspired - the 'liquid orange' reminds us of the orange and black of the Seventies original - but the extrovert surface language, and its interplay of concave and convex forms, is nothing but pure BMW of today. You even get the trusty BM kinked window graphic.

That front end...

The rather sketchy German press release doesn't spell out too many details, but it talks about the recessed headlamps and the surrounding black that masks them. It's an attempt to mimic the pop-up items of the 1978 M1 - you're only supposed to notice them when lit, you see.

It's clearly an aerodynamic snout, designed to cleave the air cleanly rather than look beautiful.

Just remind me about the Concorso d'Eleganza Villa d'Este thingy...

Ah yes. No glitzy motor show debut for this BMW. As with the Mille Miglia concept, BMW has turned to a smaller, upmarket event to unveil the M1 Hommage. It's a concours d'elegance where beautiful classics of the past mix with design studies of the future.

BMW's design overlord Chris Bangle said: 'It's important to be conscious of your past. Following in the footsteps of Giugiaro and Bracq, the BMW M1 Hommage combines the values of design and technology in a highly emotional and exciting interpretation.'

Will they build the M1 Hommage?

BMW sure could do with a flagship car like the Hommage to spice up its everyday range, and BMW is exploring how to make it a reality.

It's worth remembering that the Turbo was also 'just' a design study in 1972, but it inspired the M1 production car and its influence is still highly visible 30 years on.