Intense Cycles products can only be shipped to certain countries.You will be notified at checkout if this item cannot be shipped to yourcountry, and it will be removed from your cart.
The M6 FRO is a bike that is helps to set the benchmark in downhill racing with it's aggressive and well balance geometry, add to this a well refined and tuned suspension system and you have a bike that is built to get to the bottom of the hill in a hurry.
VPP Linkage design helps to provide a strong and balanced ride
Intense Cycles products can only be shipped to certain countries.You will be notified at checkout if this item cannot be shipped to yourcountry, and it will be removed from your cart. The SOCOM FRO has the weight of the 6.6 with the strength of anUzzi and the race proven geometry of the M3. The SOCOM FRO is designedto allow you to carve tight turns and then accelerate out of the turnhelping to shave time off of your run.
Construction: 6061 Aluminum CNC Machined by "Intense Cycles" construction, Easton Intense Proprietary EA-6X and Custom Monocoque top tube.
Weight: 9.58 lbs(M with Fox DHX 5.0 shock)
8" of travel
Recommended fork length: 180-200mm
Disk brake only
ISCG mount compatible
1.5" headtube
Low leverage ratio
Replaceable drop out and derailleur hanger
Custom Max sealed bearings
One piece Top Shock link
12mm rear axel
8" rotor compatible
Intense SOCOM FRO Geometry
SM
MD
L
Rider Size*
5'2"-5'8"
5'6"-6'
5'10"-6'4"
Top Tube
22"
23"
24"
Head Tube
4.625"
4.625"
5.25"
Head Angle
66.5o
66.5o
66.5o
Seat Tube
15.75"
16.75"
18.25"
Chainstay
17.25"
17.25"
17.25"
BB Height
14.125"
14.125"
14.125"
BB Width
83mm
83mm
83mm
Standover**
28"
29"
30"
Seat Post
31.6mm
31.6mm
31.6mm
Headset
1.5"
1.5"
1.5"
Wheelbase***
44.25"
45.25"
46.25"
*Rider sizing on this chart is for general sizing only, please call or e-mail our Customer Service Dept. for proper fitment. **Standover height measured 6" in front of seat post with an 200mm fork @ 562.5 mm ride height and 2.5" tires. ***Wheelbase length is measured using: 200mm fork @ 562.5 mm ride height and 47.6mm offset.
Price: 2760.00
Intense Cycles products can only be shipped to certain countries.You will be notified at checkout if this item cannot be shipped to yourcountry, and it will be removed from your cart. The SS Slopestyle by Intense Cycles is a bike that is built for the style of riding that can be had in bike parks where the SS gives you the ability to throw tricks and ride built lines with ease.
Intense Cycles products can only be shipped to certain countries.You will be notified at checkout if this item cannot be shipped to yourcountry, and it will be removed from your cart.
The Intense 6.6 is an aggressive all-mountain machine that can conquerany terrain it encounters. Pick the Intense 6.6 if you want an allmountain enduro bike that can go anywhere – a freeride bike without theweight penalty - featuring smooth climbing action and the quickacceleration needed for short, steep sections or thigh-busting sprints.
Fabricated with proprietary Easton 6061 aluminum bi-oval tubes engineered specifically for Intense Cycles.
CNC machined throughout for strength where you need it the most and weight savings wherever possible.
Custom Max type sealed bearings.
Recommended fork travel: 145mm to 170mm (frame is 1.5" head tube).
6.7" rear wheel travel with the Fox RP23 rear shock
Recomended fork travel: 145-170mm
Weight: 7.25 lbs
Intense 6.6 Frame Geometry
SM
MD
L
Rider Size*
5'0"-5'8"
5'6"-6'
5'10"-6'4"
Top Tube
21.8"
22.8"
23.8"
Head Tube
4.625"
5.25"
5.25"
Head Angle
68.5
68.5
68.5
Seat Tube
16"
19"
20"
Seat Angle
73
73
73
Chainstay
17"
17"
17"
BB Height
13.75"
13.75"
13.75"
BB Width
73mm
73mm
73mm
Standover**
27.5"
29"
29"
Seat Post
31.6mm
31.6mm
31.6mm
Front Derailleur
34.9mm
34.9mm
34.9mm
Headset
1.5"
1.5"
1.5"
Wheelbase***
42.3"
43.3"
44.3"
*Rider sizing on this chart is for general sizing only, please call or e-mail our Customer Service Dept. for proper fitment. **Standover height measured 6" in front of seat post with an 145mm fork @ 510 mm ride height and 2.35" tires. ***Wheelbase length is measured using: 145mm fork @ 510 mm ride height and 42.28 mm offset.
Price: 2280.00
Intense Cycles products can only be shipped to certain countries.You will be notified at checkout if this item cannot be shipped to yourcountry, and it will be removed from your cart. The Intense Spider 29 is perfect race bike or trail bike for the"Cross Country" rider who appreciates the added functionality of atwenty-nine inch wheel... Work smarter not harder!
*Rider sizing on this chart is for general sizing only, please call or e-mail our Customer Service Dept. for proper fitment. **Standover height measured 6" in front of seat post with an 80mm fork @ 450 mm ride height and 2.0" tires. ***Wheelbase length is measured using: 80mm fork @ 450 mm ride height and 38.1mm offset
Price: 2140.00
Intense Cycles products can only be shipped to certain countries.You will be notified at checkout if this item cannot be shipped to yourcountry, and it will be removed from your cart. The Spider FRO (For Race Only) is bred for the cross country racerwhere speed and weight are a top priority... when second isn't achoice! The entire Spider FRO frame has been lightened andreconstructed just for the cross country racer.
The "goldstandard" in full suspension cross-country frames. VPP "Virtual PivotPoint" technology allow a bob-free ride, but still offers the plushfeel you'd want for an all-day ride. It's constructed of Eastonaluminum tubes with CNC linkages and sealed bearing pivots and offers4" of rear wheel travel.
The Spider FRO needs no disclaimer for itsweight, performance or suitability for its intended role as a teamissue cross-country competition mount. It has the versatility to tackleany type of course, from short track to the TransRockies, and shouldbe on every privateer's must-ride list before he or she buys a newracer.
** This bike is not an all mountain machine.This bike is built from the ground up for racing. The lighterconstruction requires a rider who understands the limitations of ridinglighter weight equipment in a harsh environment. This is a rare chanceto own a pro level frame that is now just finally becoming available tothe public.
Construction: 6061 Aluminum CNC Machined by "Intense Cycles" Easton Intense Proprietary EA 6X tubes
Weight: 4.9 lbs.
Manufactured in Temecula, California from materials originating in the USA.
One piece top shock link
Custom Max type sealed bearings
FRO machined bolts and box link
Intense Spider FRO Geometry
SM
MD
L
Rider Size*
5'0"-5'8"
5'6"-6'
5'10"-6'4"
Top Tube
22.25"
23.25"
24.25"
Head Tube
4.75"
5"
5.6"
Head Angle
72o
72o
72o
Seat Tube
14.75"
18"
19.75"
Seat Angle
73.5o
73.5o
73.5o
Chainstay
16.75"
16.75"
16.75"
BB Height
12.5"
12.5"
12.5"
BB Width
73mm
73mm
73mm
Standover**
28"
28"
28.5"
Seat Post
31.6mm
31.6mm
31.6mm
Front Derailleur
34.9mm
34.9mm
34.9mm
Headset
1.125"
1.125"
1.125"
Wheelbase***
41.25"
42.25"
43.25"
*Rider sizing on this chart is for general sizing only, please call or e-mail our Customer Service Dept. for proper fitment. **Standover height measured 6" in front of seat post with an 80mm fork @ 450 mm ride height and 2.0" tires. ***Wheelbase length is measured using: 80mm fork @ 450 mm ride height and 38.1mm offset.
Price: 2410.00
This bike is going to be hot, hot, hot! This frame features adjustable travel from 5.5 to 6 inches and the next-generation of VPP suspension design, and the end result could be the "do-it-all" frame you've been waiting for. And it is versatile enough to be built up as anything from a lightweight XC-style trailbike to an aggressive-use machine with a big fork and brakes.
New lower bearing system includes grease fittings, easing maintenance and prolonging life
Integrated adjustable seat post cable routing
Adjustable rear travel, allows for either 5.5" or 6" of rear wheel travel
Hydroformed top tube
Next-generation VPP linkage for pedaling performance
OnePointFive headtube - run todays aggressive 1.5" fork, or use a stepdown headset and traditional 1 1/8" fork and take advantage of a lower ride height
Ready to hit the local cross circuit with a superlight Black Magic Scandium frame and EVO Carbon cross fork. Shaped tubes accomodate up to 40c tires with plenty of mud clearance.
130mm rear spacing (accepts modern road wheels)
Accepts 1 1/8" headset, 68mm BB, 27.2 post, 31.8mm front derailleur
Wazoo One offers a totally race ready package for the cross scene, but its sliding dropouts offer the versatility of a singlespeed mode that works well for commuting or errands. Constructed from sturdy "Black Magic" double-butted chromoly tubing with sliding aluminum dropouts.
Great value! Includes an EVO carbon cross fork
51mm IS disc brake and rim brake mounts
Accomodates up to 40c size tires, plenty of mud clearance
Claimed 3.9 lbs
Your new Wazoo One accepts 130mm spaced rear wheels, 1 1/8" headset, 27.2mm post, 68mm BB, and 28.6mm front derailleur
If you love the ride of steel, this could be the frame for you! Lightweight Reynolds 853 main triangle is mated to a shock-absorbing carbon fiber wishbone seatstays. That keeps the frame stiff and dampens road buzz. Semi-compact geometry makes this one super agile!
includes a Voodoo Evo carbon fork - a super value at this price
accepts 28.6mm front derailleur, 27.2mm post, 68mm BB, and 1 1/8" headset
Totally race ready at a great price for the budding racer or enthusiast rider. "Black Magic" Scandium alloy frame (claimed just 2.9 lbs) and the package includes a matching Voodoo Evo carbon fiber fork too! Carbon stays damp road buzz and add stiffness during the sprint.
Accepts 68mm BB, 31.8mm front derailleur, 27.2mm post, 1 1/8 headset
Semi-compact geometry shaves grams and enhances stiffness
Superlight, smooth riding, and incredibly durable "Black Magic" 3AL/2.5V titanium! Makes an efficient and comfortable hardtail for all day rides. Incredibly versatile, too - its sliding dropouts let you easily switch from geared to singlespeed and back!
Accepts 28.6mm front derailleur, 27.2mm post, standard 1 1/8" headset, 68mm BB
Designed around 100mm travel fork (Fox F100 or similar)
Wanga One offers the sturdy, comfortable ride of chromoly steel, with versatile sliding dropouts that allow you to go geared or singlespeed. Designed around a 100mm travel fork with 470mm axle to crown, like the Fox F100 or similar.
51mm IS mount for disc brakes
claimed weight: 4lbs
Accepts 68mm BB, standard 1 1/8" headset, 27.2mm post, and 28.6mm front derailleur
Perhaps the most versatile frame in Voodoo's lineup. Bokor features sliding dropouts, so it's a snap to ride geared or singlespeed, with no need for a seperate tensioner. Designed around a 100mm travel fork, like the Fox F100.
7005-series aluminum tubing
Frame accepts 1 1/8" headset, 27.2mm post, 68mm BB, and 31.8mm front derailleur
An automobile or motor car is a
wheeledmotor
vehicle for
transportingpassengers,
which also carries its own
engine or motor. Most definitions of the term specify that automobiles are
designed to run primarily on roads, to have seating for one to eight people, to
typically have four wheels, and to be constructed principally for the
transport
of people rather than goods.[1]
However, the term "automobile" is far from precise, because there are many types
of vehicles that do similar tasks.
Automobile comes via the
French language, from the
Greek language by combining auto [self] with mobilis [moving];
meaning a vehicle
that moves itself, rather than being pulled or pushed by a separate animal or
another vehicle. The alternative name car is believed to originate from
the Latin word
carrus or carrum [wheeled vehicle], or the
Middle English word carre [cart]
(from
Old North French), and karros; a
Gallicwagon.[2][3]
As of 2002, there were 590 million passenger cars worldwide (roughly one car
per eleven people).[4]
Although
Nicolas-Joseph Cugnot is often credited with building the first
self-propelled mechanical vehicle or automobile in about 1769 by adapting an
existing horse-drawn vehicle, this claim is disputed by some, who doubt Cugnot's
three-wheeler ever ran or was stable. Others claim
Ferdinand Verbiest, a member of a
Jesuit mission in China, built the first steam-powered vehicle around 1672
which was of small scale and designed as a toy for the Chinese Emperor that was
unable to carry a driver or a passenger, but quite possibly, was the first
working steam-powered vehicle ('auto-mobile').[5][6]
What is not in doubt is that
Richard Trevithick built and demonstrated his Puffing Devil road
locomotive in 1801, believed by many to be the first demonstration of a
steam-powered road vehicle although it was unable to maintain sufficient steam
pressure for long periods, and would have been of little practical use.
François Isaac de Rivaz, a Swiss inventor, designed the first
internal combustion engine, in 1806, which was fueled by a mixture of
hydrogen
and oxygen and
used it to develop the world's first vehicle, albeit rudimentary, to be powered
by such an engine. The design was not very successful, as was the case with
others such as
Samuel Brown,
Samuel
Morey, and
Etienne Lenoir with his
hippomobile, who each produced vehicles (usually adapted carriages or carts)
powered by clumsy internal combustion engines.[8]
In November 1881 French inventor
Gustave Trouvé demonstrated a working three-wheeled automobile that was
powered by electricity. This was at the International Exhibition of Electricity
in Paris.[9]
An automobile powered by his own
four-stroke cycle gasoline engine was built in
Mannheim,
Germany by
Karl Benz in 1885 and granted a
patent in
January of the following year under the auspices of his major company,
Benz & Cie., which was founded in 1883. It was an
integral design, without the adaptation of other existing components and
including several new technological elements to create a new concept. This is
what made it worthy of a patent. He began to sell his production vehicles in
1888.
Community Action for Sustainable Transport - Draft 18.11.2008
This policy uses some strategies first developed by Motorcycling
Australia.
Background
For trips where public transport, walking and cycling are not good
options people should consider using a two-wheeled motor vehicle (TWMV)
rather than a car.
Switching from a car to a motorcycle, scooter or electric bike is an
easy way for people to reduce congestion, greenhouse emissions and save
money on fuel.
TWMVs make more efficient use of fuel, road space and parking space than
a single occupant car and can play a part in the campaign to reduce
congestion and climate change.
When driven below the speed limit TWMVs also pose less of a safety risk
to other road users than cars, trucks and buses due to their weight.
TWMVs are a more affordable transport option than driving a single
occupant car, and will also help preserve oil reserves for essential
agricultural, medical and transport uses.
All levels of Government should be doing more to encourage people to
switch from their car to TWMVs.
Proposed strategies
More free parking spaces for TWMVs at activity centres and public
transport nodes. Parking must be safe, conveniently located and ensure
pedestrian, wheelchair and cyclist access is not obstructed. Car parks
should be reclaimed for TWMV parking where possible.
Inclusion of two-wheeled motor vehicles in National Road Transport
policies
Reduction in registration fees for TWMVs
Provision of TWMV-only lanes on key arterial roads
Exemption from tolls on tolled roads and infrastructure for TWMVs
Mandatory TWMV parking to be included in the construction plans for new
buildings
Integration of TWMVs into the planning for Public Transport projects,
such as park and ride for bikes.
A national standard that restricts the speed of new TWMVs available for
the general public to 120km/hr
Advertising campaigns to encourage people to switch from a car to a
two-wheeled motor vehicle
Government purchase of electric bicycles for use by employees and
citizens
Fuel efficiency, in its basic sense, is the same as
thermal efficiency, meaning the efficiency of a process that
converts chemical potential energy contained in a carrier
fuel into
kinetic energy or
work. Overall fuel efficiency may vary per device, which in turn may
vary per application, and this spectrum of variance is often illustrated
as a continuous
energy profile. Non-transportation applications, such as
industry, benefit from increased fuel efficiency, especially
fossil fuel power plants or industries dealing with combustion, such
as
ammonia production during the
Haber process. The United States Department of Energy and the EPA
maintain a Web site with fuel economy information, including testing
results and frequently asked questions.
In the context of
transportation, "fuel efficiency" more commonly refers to the
energy efficiency of a particular vehicle model, where its
total output (range, or "mileage" [U.S.]) is given as a
ratio of
range units per a unit amount of input fuel (gasoline,
diesel, etc.). This ratio is given in common measures such as "liters
per 100
kilometers" (L/100 km) (common in Europe and Canada or "miles
per gallon"
(mpg)
(prevalent in the USA, UK, and often in Canada, using their respective
gallon measurements) or "kilometres per litre"(kmpl) (prevalent in Asian
countries such as India and Japan). Though the typical output measure is
vehicle range, for certain applications output can also be
measured in terms of weight per range units (freight)
or individual passenger-range (vehicle range / passenger capacity).
This ratio is based on a car's total properties, including its
engine
properties, its body
drag, weight, and
rolling resistance, and as such may vary substantially from the
profile of the engine alone. While the thermal efficiency of
petroleum
engines has improved in recent decades, this does not necessarily
translate into fuel economy of
cars, as people in
developed countries tend to buy bigger and heavier cars (i.e.
SUVs will get less range per unit fuel than an
economy car).
Hybrid vehicle designs use smaller combustion engines as electric
generators to produce greater range per unit fuel than directly powering
the wheels with an engine would, and (proportionally) less
fuel emissions (CO2
grams) than a conventional (combustion engine) vehicle of similar
size and capacity. Energy otherwise wasted in stopping is converted to
electricity and stored in batteries which are then used to drive the
small electric motors. Torque from these motors is very quickly supplied
complementing power from the combustion engine. Fixed cylinder sizes can
thus be designed more efficiently.
"Energy efficiency" is similar to fuel efficiency but the input is
usually in units of energy such as British thermal units (BTU),
megajoules (MJ), gigajoules (GJ), kilocalories (kcal), or kilowatt-hours
(kW·h). The inverse of "energy efficiency" is "energy intensity", or the
amount of input energy required for a unit of output such as
MJ/passenger-km (of passenger transport), BTU/ton-mile (of freight
transport, for long/short/metric tons), GJ/t (for steel production),
BTU/(kW·h) (for electricity generation), or litres/100 km (of vehicle
travel). This last term "litres per 100 km" is also a measure of "fuel
economy" where the input is measured by the amount of fuel and the
output is measured by the
distance travelled. For example:
Fuel economy in automobiles.
Given a heat value of a fuel, it would be trivial to convert from
fuel units (such as litres of gasoline) to energy units (such as MJ) and
conversely. But there are two problems with comparisons made using
energy units:
There are two different heat values for any hydrogen-containing
fuel which can differ by several percent (see below). Which one do
we use for converting fuel to energy?
When comparing transportation energy costs, it must be
remembered that a
kilowatt hour of electric energy may require an amount of fuel
with heating value of 2 or 3 kilowatt hours to produce it.
The specific energy content of a fuel is the heat energy obtained
when a certain quantity is burned (such as a gallon, litre, kilogram).
It is sometimes called the "heat of combustion". There exists two
different values of specific heat energy for the same batch of fuel. One
is the high (or gross) heat of combustion and the other is the low (or
net) heat of combustion. The high value is obtained when, after the
combustion, the water in the "exhaust" is in liquid form. For the low
value, the "exhaust" has all the water in vapor form (steam). Since
water vapor gives up heat energy when it changes from vapor to liquid,
the high value is larger since it includes the latent heat of
vaporization of water. The difference between the high and low values is
significant, about 8 or 9%.
In
thermodynamics, the thermal efficiency ()
is a
dimensionless performance measure of a thermal device such as an
internal combustion engine, a
boiler,
or a
furnace, for example. The input,
,
to the device is
heat, or
the heat-content of a fuel that is consumed. The desired output is
mechanical
work,
,
or heat,
,
or possibly both. Because the input heat normally has a real financial
cost, a memorable, generic definition of thermal efficiency is[1]
When expressed as a percentage, the thermal efficiency must be
between 0% and 100%. Due to inefficiencies such as friction, heat loss,
and other factors, thermal efficiencies are typically much less than
100%. For example, a typical gasoline automobile engine operates at
around 25% thermal efficiency, and a large coal-fueled electrical
generating plant peaks at about 46%.
The largest diesel engine in the world peaks at 51.7%. In a
combined cycle plant, thermal efficiencies are approaching 60%.[2]
The
second law of thermodynamics puts a fundamental limit on the thermal
efficiency of heat engines. Surprisingly[citation
needed], even an ideal, frictionless engine can't
convert anywhere near 100% of its input heat into work. The limiting
factors are the temperature at which the heat enters the engine,
,
and the temperature of the environment into which the engine exhausts
its waste heat,,
measured in the absolute
Kelvin
or
Rankine scale. From
Carnot's theorem, for any engine working between these two
temperatures:
This limiting value is called the Carnot cycle efficiency
because it is the efficiency of an unattainable, ideal, lossless (reversible)
engine cycle called the
Carnot cycle. No heat engine, regardless of its construction, can
exceed this efficiency.
Examples of
are the temperature of hot steam entering the turbine of a steam power
plant, or the temperature at which the fuel burns in an internal
combustion engine.