Bueno despues de varios días rompiendole la cabeza al que le compre las 2 tijas para que me consiguiera otra para mi en rojo por fin esta mañana me mando el enlace del anuncio y ya está en la buchaca :cuñao, **** no me pude resistir, cuando las vi ahí tan buenorras a la rubia y a la peliroja uffffff pues na que me namorao de la peliroja y me compre una :cuñao. Para quien este interesado mirar AQUI preguntarle antes de comprar si tiene el color que queréis, aunque en unos días las consigue, eso si, no es muy rapido para responder. Estos??? Ya están otra vez disponibles Dany y no me pude resistir :cabezazo venderé mi syntace P6 de carbunco :cuñao
Jeje me lo imaginaba pero mejor preguntar :cuñao Pues si....... pero poco a poco. Estamos empezando y vamos lentos pero seguros :biker. Todos los cuadros que fabrica Axman los tendremos y algo massssss TOP SECRET :angelito Y hasta aquí puedo leer............
es que ese trenzado de las de mtb es muy bonito!! es la capa estética o trabajáis con ese trenzado directamente y solo lacais?
Ummm vamos a ver, en los cuadros de carbono de TODOS los fabricantes la "capa final" que se ve es simplemente estetica, para la fabricación se utilizan distintas variedades de "trenzados" y mezclas de fibras de carbono, epoxy, kevlar y demás........ El acabado de estos Valwind es en 12K. No estoy muy puesto en esto si alguien quiere dar mas info será bienvenida c3
Yo con lo poco que se sobre carbono diría que tienes toda la razón McEwen. Está claro que cuando miras cualquier cuadro de carbono por dentro (pipa, pedalier......) no tiene nada que ver con lo de fuera. Eso pasaba almenos en todos los que vi yo que me mandaron para pintar. El carbono por dentro es del normalito con el trenzado más fino, y no son telas enteras, sino a trozos...... Se me olvidaba. Xorga, las tijas KCNC en anodizado parecen "auténticas", fíjate que llevan la etiqueta negra con el cordelito dorado que habían implantado el año pasado en la que va el número de serie...
te lo digo porque donde yo curro he visto piezas con acabado chachi pero que son así enteras, y he tenido algún proto en las manos con acabado "sálvese quien pueda" que salen así a serie. Simplemente te lo preguntaba porque es un trenzado enorme que había visto sobretodo en carretera y menos en montaña Que llevan muchos trenzados y eso... me lo imaginaba, ya en un trek oclv que rompió un colega había mucha tela que cortar y por lo que he visto yo en directo ..... lo del 12k, si no recuerdo mal son los filamentos/hilo Los tirantes de mi yeti que llevan un multidireccional, no se si llevan capa estética la verdad, algo había leído sobre ello cunado me estuve informando de los pro's y los contras de este tipo de composites Por cierto, que fue de la obra de arte de Amaro, que no le he visto montada
He encontrado algo que tenía en un archivo de texto : The most common form of raw composite material used in the bike industry is “prepreg” – strands of carbon fiber (or other materials like glass or boron) that have been impregnated with resin to create a unidirectional tape or woven fabric. While woven fabrics of prepreg form the cosmetic patterns most people associate with carbon fiber, it is usually non-woven uni-directional tape (often hidden under a woven layer) that form the main load bearing structure of a design. The skeletal system of a prepreg is the raw fiber. Like yarn, raw/dry carbon fiber comes on spools of intertwined carbon strands referred to as “Tow”. Tow bundles come in a variety of sizes that are categorized by the number of fibers (between 1,000 and 50,000) in the bundle. The result is the common “3K” (3,000 strand) and “12K” (12,000 strand) monichers that are attached to many carbon fiber products. The higher the “K”, the bigger the physical size of the tow and (in the case of woven prepreg) the larger the cosmetic checker pattern of the weave. However, with the exception of all but the thinnest prepregs, the tow size (“K” has little to no impact on the quality of the carbon used. The fiber type is what matters as it directly effects important mechanical properties like tensile strength (pull strength), modulus (how much a material deflects under load) and strain rate (fiber elongation before failure). Thus, references to “K” have more to do with the aesthetics of the frame or component, while the modulus (Standard, Intermediate or High) of the fiber more directly relates to its stiffness. Resin is the other part of prepreg. Like connective tissue, resin holds the fiber skeletal system together and must be engineered properly to allow it to function properly during the manufacturing process. Resins are temperature sensitive mixes made by combining specific ratios of liquids and solids in a heated mixer. From the instant a resin mix catalyzes, it must be kept cold (below freezing) or it will cure prematurely. While resin is rarely referred to in consumer marketing (“301 Resin” does not sound nearly as catchy as “12K”, it is crucial that the resin used meets the requirements of the end product for which the prepreg will be used. Once blended, the resin is precisely transferred onto a roll of release paper (think Fruit Roll-Ups) using a machine called a film caster. The resulting rolls of resin paper are installed on a prepreg machine where a large loom-like machine organizes and feeds up to a few hundred tow bundles of fiber onto the resin papers in the specified arrangement. As the resin papers are loaded with tow, they are heated and compacted by rollers that help the warm resin penetrate into the fibers. The resulting sheets of prepreg are then chilled, rolled and ready to be used in production. Throughout the process, strict adherence to quality control procedures and proper documentation makes sure the end result meets specification. Prepreg carbon fiber sheets are produced in a large number of combinations and every prepreg sheet is classified in a code that includes everything from the name of the manufacturer, to the type of fiber (modulus) used, to the fiber and resin content of the prepreg. Fiber content is expressed in “Fiber areal weight“ (Faw) and is simply the amount (in grams) of fiber in one square meter of the prepreg. If a bike company markets their product as “110”, “120”, “150”, it likely means that the prepreg used in its construction has that Faw. The lower the Faw, the thinner the and lighter the prepreg and the higher the modulus carbon fiber that is required for it to maintain stiffness. “Rc” is the resin content in one square meter of prepreg and is expressed in terms of a percentage. When a company refers to a 70/30 or 65/35 fiber to resin ratio, they are speaking of the percentage of fiber to its Rc. In addition to bundle size (“3K”, “12K”…, Faw (“110”, “120”… and Rc (70/30), some manufacturers refer to the grade of carbon they use by tension load capacity. For example, “800ksi” (note the small “k” means that the fiber can withstand 800,000 pounds per square inch of pressure before it bursts. Other companies use their own “rating” system that refer to how stiff and/or how light the carbon fiber is on a relative scale (10.5, 8.5…. While some of these numbers are more telling than others, each individual number tells only a small part of the actual story as unidirectional prepreg quality is a combination of fiber type (modulus), Faw and Rc. Many frames today are also difficult to quantify as they use multi-modulus lay-up schemes that combine many types of prepreg to suit the end goals of the product and design as best as possible. A frame is only as strong as its weakest link and the metal used in construction is an important element too. Metal is bonded into most carbon fiber frames where bearings, threads and wheels contact (bottom bracket, headset, dropouts). Aluminum is the most commonly used metal in carbon frame fabrication as it is light and inexpensive. However, aluminum can galvanically corrode and requires that the builder wrap it in a material like fiberglass to minimize the likelihood of corrosion. On some of the very best quality carbon frames, titanium is used because it is very durable, corrossion proof, light and one of the purest metals to bond. So, if most of the marketing nomenclature does not directly refer to the overall quality of the carbon, how can you determine where a bike lies in the spectrum of options? As mentioned in part one, price is frequently one of the more accurate indicators. When it comes to materials, no one in the bike industry is able to buy materials at such a significantly lower price than everyone else that they can undercut the market by offering a much higher grade product for a much lower price. The higher the quality of the carbon and metal used, the higher the price of the bike, but also the more handcrafted workmanship involved, and the more tunable and durable the ride will be. In short, with carbon fiber you almost always get what you pay for.
unas foticos de las ruedas que tengo en compraventa con cerco de carbono, eso es un acabado chachi....el otro dia vi unas de los cuadros del chino y por la pipa de direccion parecian frankestein... llenas de pedazos...
***** qe vien te qedo la bici. la vi en aviles i canvia mucho de verla en fotos a verla en la realidad jeje. i qe lijerito es el suedro qe ttal os va estais contentos?
jajjaja...cuando me paso los cuadros McEwen yo me quede pillado jajajaa....en persona ganan muchisimo , las fotos de ebay engañan y mucho xd¡¡¡ joe yo contentisimo jejejee...y a mi hermano tambien le gusta bastante y parece que los resultados de momento no van mal ...y eso que dice que esta flojo de momento jajajajaa pero bueno me estoy olvidando de que todavia no acabe con la bici¡¡¡¡¡¡¡ todavia faltan cosillas decentes jejejee...este finde xc en portugal ya le montare algunas golosinas jeje:whistle:whistle a McEwen me molaron los CB, pero tampoco creo que tenga muchas carreras con el barro de aviles xd¡¡¡¡...de momento sigo con spd...en cx casi fijo CB jejeje saludos¡¡¡
