• anodized colours
    :We over many of our products in anodized colours. Here are the options: silver, black, red, gold, orange, froggy-green, green, blue  
  • anodized colours & white
    We over many of our products in anodized colours. Here are the options: silver, black, white, red, gold, orange, froggy-green, green, blue The colour white is powder-coated.  
  • Assymmetric (offset) Rims
    Well, it’s all about equalising spoke tension. By offsetting the rim, the nipple holes are placed more directly in line with the centre of the hub, which allows a more even spoke length, and therefore tension of spokes between both sides of the wheel. (It also improves the bracing angle of a dished wheel) This is one of the reasons wheels are cross-laced. The rim asymmetry enables an entire wheelset to be built, with almost uniform spoke tension. This results in a stiffer and more stable wheelset, which is under less strain ( similar to the Evo boost idea).
  • Bearings
    We use normed bearings. This means you also can buy bearings in Australia. The only fact is, our bearings have two main differences: Our bearings have a higher fat filling grade. Normal is 30% ours have 50%, this not only allows a longer lifetime but also a better sealing. Standard bearings have a certain play from production on. Tune bearings have the play specially set for the use. One single Tune bearing is not normed - the bearing in the free-wheel body on the left. It is constructed to withstand high forces and last extra long.  
  • Black chrome
    Black chrome coating is an often misunderstood term for two different manufacturing techniques: The real black chrome coating is an electrolytic plating process, in which a chrome coating is created on the surface. In this process a black colour pigment is introduced. The end result is a shiny, black and durable surface finish. The cheaper black chromating process is an oxidation process, in which the spoke containing chrome and nickel is activated with an acid. These receptive metals are then oxidised with a caustic solution and coloured black. Black oxides are created which are not a metallic chrome. The result is a matt black surface which is more susceptible to wear than the real black chrome coating.
  • Bold Circle Diameter
      The virtual generated circle of the chainring screw holes is called bold circle. And the diameter of this circle is the bold circle diameter ( BDC ). The BDC serves as a measurement for the specification of the appropriate chainring. Measuring of the BCD: The measuring of the hole distance is easier than the measuring of the bold circle. For this the distance between the chainring screw holes gets measured. The measured distance gets multiplied by 1,7 for 5-arm cranksets and by 1,4 for 4-arm cranksets. The result is the actual bold circle diameter.  
  • Cannondale Ai Standard
    The Ai Standard (Asymmetric Integration) by Cannondale is based on the classic build-in-width of 142 mm (X-12) / 135 mm (QR5). Differnt to normal rear ends is a asymmetrically offset rear triangle and drivetrain. In other words, the hub and cassette move 6 mm to the right side. The used hub stays the same, e.g. a "normal" Kong, Prince or Prince Straight. When ordering please specify that he wheel is used in a Cannondale Ai bike, then the rear wheel will be centred correctly.
  • Carbon wrapping
    The spoke crossings are wrapped with carbon fibres which get strengthened with resin. This increases the wheel quality. In result the spoke construction gets more stable, several components are connected to one stiff, long lasting unit. The increased stiffness leads to a more direct reaction when riding out of the saddle and enables precise steering. In case of an overload, e.g. by a shock, the most stressed spoke gets released by the spoke it is wrapped with.
  • Chain-Suck
    Chain Suck - when shifting with the front derailleur it sometimes happens, the chain gets stuck between frame and crankset/ chainrings and the frame gets damaged. The chain suck mostly happens under clog.
  • DC12 BOOST Compatibility
    Due to the many different thread types used by the manufacturers the DC12 Boost Thru-Axle is not compatible to every frame. Please ask your bike dealer for more informations on the compatibility between the DC12 BOOST and your Frame. We are currently in contact with plenty frame manufacturers and hope to be able to publish a list with compatible Frames soon.  
  • Einbaubreite
    Die Einbaubreite ist das Maß zwischen den Ausfall-Enden am Fahrrad. Naben müssen eine zum Rahmen / Gabel passende Einbaubreite aufweisen. Diese wird von Endmutter zu Endmutter gemessen (geriffelte Flächen). Sie ist nicht zu verwechseln mit der gesamten Breite der Nabe, die Nabe ist etwa 10mm Breiter. Eine Typische Einbaubreite am Rennrad ist 100mm vorne und 130mm hinten.  
  • Enso
    The striking zig-zag rim base (called SPLINE ) attracts immediately the attention. It connects the spoke holes and stiffens the single-walled rim in addition. Different to Enso, the desired stiffness is not sufficient and therefore the brains behind Enso KUROSHIRO are using a trick. Instead of stiffening the rim with more material, they fill a part of the groove with a light foam material. And some extra layer of carbon over it create a little cellular structure which increases massively the stiffness with only a few more grams. The extreme light foam (on the picture, the green material) is also used in the aircraft construction and wind turbine rotors
  • Headset Installation Dimensions (Bobo)
  • Headset Installation Dimensions Bubi
  • Headset Installation Dimensions Bubu
  • Hookless
    Hookless sets new standards in the MTB carbon wheel sector! Due to its design the hookless rim is incredibly strong and proof against snake bites. In addition the tubeless features improve as the rim has an excellent support in the rim base. Hookles enables an easy use of low air pressure. Wheel and rim harmonize perfectly and the full potential can be used. Considerably more grip is available.      
  • LIST OF SEATPOSTS COMPATIBLE AND NOT COMPATIBLE WITH TUNE SADDLES
    All saddle rails of tune saddles are upright oval (Komm-Vor: 8x10 mm, Speedneedle: 7,5x9,5 mm). When using a seatpost with sidewise clamping the seatpost has to be suitable for oval saddle rails, in most cases the seatpost manufacturer offers special clamps. Here you can find a list of know compatible and not compatible seatposts.   compatible seatposts: 3T IONIC-0 (mit Adapter für 7×10 mm) 3T IONIC-25 (mit Adapter für 7×10 mm) 3T STYLUS-0 3T STYLUS-25 AX lighntness SLT Bontrager/Trek (kompatibel mit speziellen Klemmbacken für Oversizegestelle) Canyon S13 (VCLS CF) Canyon S23 (VCLS CF) Control Tech RP Carbon Comp Easton EC70 Enve (mit Adapter für 7×10 mm) Extralite (alle Stützen) FRM Karbonstützen Heylight HS II (nur mit spezieller Klemmung ) Hilset Titanium Kind Shock KCNC Ti Pro Lite Kore Lite Look Ergopost LP Composites Magura Vyron Mcfk (alle Stützen) New Ultimate (alle Stützen) Ritchey (alle Modelle, Carbon & Aluminium) Ritchey One-Bolt (mit 7×9,6 Klemme) RockShox Reverb Schmolke Carbon SL and TLO Shimano XTR Specialized S-Works carbon (mit Adapter für 7x9mm) Syncros micro-adjust Syntace P6 Thomson Trek/Bontrager (mit speziellen Klemmbacken für Oversizegestelle) Trigon Carbon Truvativ Team Tune Starkes Stück/ Schwarzes Stück/ Meister Stück/ Krummes Stück USE Alien mit separat erhältlichen Oversize-Klemmen + etwas Feilen incompatible seatposts: Bontrager/Trek (kompatibel mit speziellen Klemmbacken für Oversizegestelle) Crank Brothers Kronologo (Vario Stütze) Easton CT2 M2Racer (könnte mit etwas Feilen funktionieren) Moots Straight Laced und Laid Back Race Face XY Trek/Bontrager (kompatibel mit speziellen Klemmbacken für Oversizegestelle) USE Alien (ohne separate Oversize-Klemmen)
  • NBR-ring
    NBR-ring denotes nitril rubber and is a synthetic rubber. The produced vulcanisates made out of nitril rubber are very consistent towards oil, grease and hydrocarbons and have a favourably deterioration and low abrasion. They are used for the production of seals, tubes, rubber gloves and rubber threads.
  • NoTubes
    Something about bicycles just seems to inspire true innovators. From the Wright Brothers to a bunch of guys racing fat tire bikes down Mt. Tam, people who love bicycles are constantly searching for new and better ways to do things, and every now and then a truly gifted inventor looks at an old problem and decides it's time for a solution. For the founder of  Stan's NoTubes, Stan Koziatek, that problem was flat tires. Stan's NoTubes was established to offer a better tubeless tire system. Using his exceptional ingenuity, Stan devised the original NoTubes sealing system in 2001, the same system that today has become the preferred tubeless conversion system around the world. Before anyone in the industry had even considered the concept, Stan had seen the future and was already innovating again, developing tubeless rims with short side walls and his patented Bead Socket Technology. Yet to be equaled by the competition, BST marks a huge step forward in tubeless technology, allowing for lighter rims, lower sidewall heights, improved durability, increased traction, and decreased chances of pinch flatting. Utilizing the same genius that helped him develop the tubeless system, Stan has developed a superior line of tubeless ready rims and wheelsets that offer all new levels of performance. All NoTubes rims share Stan's race-proven designs, designs found only in a company built by riders, for riders, and constantly dedicated to innovation. Originally known as the secret weapons of elite mountain bike racers, NoTubes products are now the choice of riders worldwide. From Olympic Champions to weekend warriors, those searching for better durability, lighter weight, and unsurpassed performance choose NoTubes, and we continue to be inspired by all of you! We love what we do, and Stan is constantly tinkering with new ideas and looking for better solutions. When you buy a NoTubes product, you know the concept and design came directly from the inventor himself. Two major publications have included Stan in their short list of the most important people in cycling. More than a decade since he began testing thousands of formulas to perfect his tire sealant, NoTubes is recognized as the leader in tubeless technology, and Stan is recognized as one of the most innovative and influential figures in the history of cycling. VeloNews has recognized Stan Koziatek as one of only seven "creators," individuals whose vision and dedication have fundamentally reshaped the cycling landscape. Like many true innovators, Stan's designs, once met with resistance, have become industry standards&#8212and the benchmark by which imitators are judged. Stan's vision for a tubeless system has created an entirely new category of bicycle products. Once told his concept for a new kind of rim wasn't worth producing, Stan has since seen the design ridden to an Olympic gold medal and countless championships, and rims with his innovative Bead Socket Technology remain among the most sought after of products on the market. Stan's designs have earned NoTubes a huge and loyal following around the world and continue to set new standards in tubeless technology. Mountain Bike Action named Stan one of 25 "People Who Shaped Mountain Bike History," citing his unwavering drive to innovate, his influence on the development of mountain bikes, and the quality of his products. For Stan, innovation and product quality have always been the most important aspects of the company. When he was just beginning to spread the word about his tubeless systems, Stan didn't just market his technology, he demonstrated his tubeless sealant himself. As word spread, professional racers asked for NoTubes products for one reason: those products worked drastically better than the alternatives. And led directly to faster lap times. Stan's NoTubes designs have become the preferred choice of countless professional athletes and dedicated riders simply because they work. At NoTubes, our commitment to developing the next generation of outstanding products—new designs that outperform everything in their class—remains unchanged. Second to none, from day one, our goal is simply to build the best products possible to improve your ride.
  • NoTubes BST Rims
    Comparison of a standard bicycle rim to a Stan’s BST Rim Stan’s bicycle rims are setting a new standard for performance. There are several reasons why a BST Rim outperforms a standard bicycle rim. Stan’s Rim Store Less Energy. Most think the bead of the tire positions itself into the bead hook of the rim when inflated as shown in drawing # 1. This is not the case. When inflated the tire stretches and centers itself on the inner bead diameter (559mm for 26in rims) of every rim. If the rim is manufactured to the correct size the tire will always sit at the bottom of the rim sidewall as shown in drawing # 2. Tire companies understand this and add a chafer strip on every tire to protect it from being cut by the bead hook of the rim. The taller the sidewall of the rim, the more stored energy added to the tire. This stored energy prevents the tire from forming it’s natural round shape.  In addition, this stored energy preloads the tire which contributes to the tire folding under lateral force (think cornering). By using a higher sidewall rim the tire will be less stable, requiring higher pressure to maintain control during high speed cornering. The same tire mounted on a BST rim, as shown in drawing #3 will allow the rider to run 30% less air pressure to remain stable while cornering. Drawing #3 shows a tire inflated on a Stan’s BST rim conforming to its natural round shape. BST Rims allow the tire to achieve greater air volume. When mounted on conventional rims part of the tire (2-4 mm) is held down below the top of the rim (see Drawing #2). With shorter sidewalls the tire is allowed to expand to its true shape and size.  This gives the tire increased volume and size as shown in drawing # 3. BST Rims reduce pinch flats when used with tubes. BST rims have sidewalls that are 2-4 mm lower than conventional rims. With a lower sidewall there is less rim material to pinch the tube and sidewall of the tire when the tire is compresses to the rim. 

BST Rims are not restricted to unsafe and ineffective standards. ISO standards 5775-2 teaches rim designers the wider the rim, the taller the rim sidewall, the deeper the drop channel, and the fatter the bead hook is to be. When running a tubeless system some of these standards are not safe. If the drop channel is too deep the tire will fit loose while uninflated. This loose fit will make inflating tubeless very difficult, but of greater concern is safety. If you get a large cut in a tire while riding, the tire will deflate rapidly and, because it is a loose fit, may work its way off the rim before you come to a complete stop which will drastically impair handling. BST rims and other rims designed for tubeless use will have a shallower drop channel to prevent this. BST Rims are lighter without sacrificing strength. The rim and tire are the largest rotating mass we have on a bicycle. When we can reduce the rim weight we gain speed. BST rim designs do not have a bead hook. By eliminating the bead hook we can remove 35g or more from the rim weight. As you can see in drawing # 2 the bead hook is not used at all.
When the bead hook is removed it makes the inside of the rim wider. Wider rims give better tire stability. When we shorten the rim sides we remove another 35g or more from the rim weight. By lowering the rim sidewall by 2-4mm we greatly reduce the mechanical leverage the air pressure can exert on the rim. With less mechanical leverage designers can make the center part of the rim thinner thus making it lighter. The combination of these features allows NoTubes to make rims that are up to 100g to 160g lighter but just as strong as rims that are much heavier. BST Rims Are Faster. BST Rims allow for lower tire pressure and lower tire pressure equals a faster rolling tire. At lower pressures tires will smooth out rough terrain. The tire will absorb bumps much better instead of bouncing which significantly improves speed and handling. A tire at low inflation pressure adapts better to uneven surfaces. It sinks into the ground less. Overall it suffers less retardation. BST Rims Handle better. Lower pressure will not only increase speed, it will improve handling. Since a lower pressure tire absorbs bumps better, it remains in contact with the ground better resulting in better traction. The larger contact patch of a lower pressure tire will also improve traction in corning and climbing. Stan’s ZTR Rims with BST offer significant performance gains Short sidewalls trap air better when running tubeless By making the inner rim sidewall the same shape as the tire bead we can trap air pressure much better when running tubeless. When tubes are used the lower sidewall of a BST rim will eliminate many of the pinch flats that occur when the tire is driven into the top of the rim. The combination of short sidewalls and wider internal rim widths makes a 24mm wide rim perform like much wider 30mm wide rims but in a much lighter package. This is why the ZTR rims have won so many races it's not just the light weight but the tire performance every rider gets from this rim. The rim and tire are the largest rotating mass we have on a bicycle. When we can reduce the rim weight by 100 to 160g we gain speed. Tire performance is greatly improved thus allowing riders to run pressures lower than ever before. Lower pressures will make the bike smoother over rough terrain. Lower pressures will have less rebound when hitting rocks roots etc. This lower pressure will allow the tire to conform and absorb much of the impact putting suspension into the bicycle. The combination of the lower air pressure better tire stability makes riders faster and with better control.  
  • O.L.D. (Over-Locknut Dimension)
    The distance between the outermost locknuts of a bike hub. The width is measured from outside of locknut to outside of locknut. It is not to be confused with the axle length, as the axle extends into or beyond the frame dropouts.   The O.L.D. needs to match the dimensions of the frame / fork.   A typical road Over-Locknut Dimension is 100mm in the front and 130mm in the back.      
  • Oversized
    Larger in diameter than the traditional sizes. This term is commonly used for headsets and frame tubing. Oversized parts are stiffer, and can be lighter for their weight if the walls are made thin enough.
  • Predictive Steering
      Mit der Upside-Down-Federgabel RS1 hat Rock Shox einen neuen Achsstandard Predictive Steerig fürs Vorderrad entwickelt. Durch eine breitere Achse mit einem größerem Flansch soll ein extrem stabiler Verbund aus Nabe und Gabel entstehen. Gespannt wird die Nabe weiterhin mit einer 15mm Steckachse.     Erklärung der technischen Zeichnung: Die "torque tube", also die Achse im inneren der Nabe, bildet beim Spannen der Steckachse (links) einen stabilen Verbund mit der Gabel.  
  • rider weight
    The maximum rider weight relates to the body weight of the rider with clothing and protective equipment included as well as other loads like backpacks or saddle bags.
  • SAPIM CX-Ray
    The CX-Ray still receives the best results in fatigue testing of any spoke. Its unique strength and flexibility make the CX-Ray suitable for most bicycle disciplines. The middle section of the spoke is drawn then pressed in a special mold to form its specific profile.  CX-Ray spokes are used by top bike racers and triathletes around the world. Even downhillers use them, recognizing their strength and flexibility. Special alloy treatment and sophisticated production make this all possible.  The CX-Ray fits is all standard hub holes.
  • SAPIM CX-Super Spoke
    The SAPIM CX-Super Spokes are the lightest steel spokes ever made. The SAPIM CX-Super Spoke has been developed for extra light wheels by utilizing a new grade of stainless steel, allowing SAPIM to reduce the diameter of the spoke, whilst increasing its strength and fatigue resistance. Effectively, the SAPIM CX-Super is 17% lighter than the SAPIM CX-Ray and its strength is increased by 120N in the middle section versus that of the SAPIM CX-Ray.  
  • SAPIM D-Light
    A double butted spoke is drawn to its specific profile, which defines its high strength. The short 2 mm section of the D-Light reduces weight especially on the threaded side. The 2mm section starts just at the beginning of the thread. Therefore, the rotating masses at the end of the spoke are especially reduced. This brings benefits to both the acceleration and braking qualities of the wheel. The use of 14G nipples offers a wide variety of combinations. The middle section is increased to 1,65 mm, which makes the spoke much stiffer and brings less torsion during truing than a 1,5 mm middle section. This results in an easier building process of the wheels.  
  • SAPIM Super Spoke
    Die leichteste je hergestellte Speiche. Die Sapim Super Spoke wurde zur Konstruktion von super lerleichten Laufrädern entwickelt. Ein spezieller Edelstahl ermöglicht es den Durchmesser der Speiche zu senken und gleichzeitig die Steifigkeit und sowie die Widerstandsfähigkeit zu erhöhen.
  • Smart Spindle System
    Viele Leute fragen uns immer wieder, was ist eigentlich das „Smart Spindle System“ und welche Vorteile hat es? Hier ist die Lösung: Es ist das erste umfassend kompatible Tretlager- und Kurbelkonzept, welches darauf ausgelegt ist, für eine maximale Anzahl an Gehäuse-Umgebungen kompatibel zu sein. Es wurde 2010 in Kooperation mit BOR-Germany entwickelt für Kurbeln mit 30 mm-Wellen und ermöglicht den Einbau unserer Kurbeln in jedes Tretlagergehäuse, außer Trek BB90. 4 verschiedene Lagerschalen, 3 verschiedene Distanzringe und zwei unterschiedliche Kugellager reichen für das ganze System aus. Damit räumt das “Smart Spindle System” mit dem Tretlager-Chaos auf und gibt dort Orientierung. Und bei einem Rahmenwechsel kann die Kurbel getrost mitgenommen werden, denn es muss nur das Lager-Kit an die neue Umgebung angepasst werden! Eine genaue Beschreibung und die Auflistung der verfügbaren „Lager-Kits“ sind auf unserer Website bei den Kurbeln neben weiteren Technischen-Daten und Features jeweils zu finden: http://www.tune.de/anleitungennb
  • SMOOTH NARROW WIDE
    Regarding 1X rings, special attention is paid to the teeth-grinding. Since September 2014, tune 1X rings are no longer machined according to the conventional “Narrow-Wide”, but to our modified “Smooth Narrow Wide” principle. Each tooth is slightly rounded to prevent possible “chain sucks”.
  • Steighilfen
    Bei 2-Fach- oder 3-Fach Kettenblätter legt tune maximales Augenmerk auf die Steighilfen-Technik. Ziel ist es, bei jedem “großen” Blatt die maximal mögliche Menge an Steighilfen zu integrieren (bis zu 6 Steighilfen bei MTB; bis zu 10 Steighilfen bei Road). Gassen / Rampen (Ramps) und Nieten (Pins) sind dabei so synchronisiert, dass die Kette zuverlässig aufs große Kettenblatt und wieder zurück geführt wird. Daher sind alle tune 2-Fach- und 3-Fach Kettenblätter Di2-Ready.   Steighilfen am Kettenblatt helfen der Kette von einem kleineren auf ein größeres Kettenblatt zu steigen. Steighilfen bestehen aus kleinen Zähnen die an das Kettenblatt genietet sind, diese sind aus Stahl gefertigt, um eine lange Haltbarkeit (Verschleiss und hohe Belastung) zu gewährleisten.  Zusätzlich helfen Ausfräsungen am Kettenblatt beim Kettenwechsel. Bei dem kleinsten Kettenblatt sowie Singlespeed Kettenblätter werden keine Steighilfen benötigt. Auch Kassetten haben Steighilfen verbaut, hier wird der Gangwechsel nur durch kleine Rampen gelenkt, angenietete Zähne kommen nicht zum Einsatz.   Di2-ready!/ EPS-ready! Ektronische Schaltungen arbeiten mit höheren Kraften, als mechanische. DI2/EPS-Readyness setzt zwei Bedingungen voraus: 1. Basis-Bedingung: Ausreichende Steifigkeit, damit sich das Kettenblatt beim Schaltvorgang nicht verbiegt. 2. HAUPT-BEDINGUNG: Deutlich mehr Steighilfen und somit mehr “Steig-Angebot” als bei regulären Kettenblättern. Dies ist bei unseren Kettenblättern  (maximale Menge an Steighilfen) sichergestellt.    
  • Stitching technique
    She´s all that!Our carbon crank is a world first to be manufactured with the stitching technique. The so-called „Multi Parallel Technology“ enables an extremely precise automatic production without the tolerances as found with hand-made components. A complex calculation with Finite Elemente Methods is the basis for programming the embroidery machine.   As opposed to the knitting grandma at home, a new textil technology is used, which precisely positions the carbon fibres according to the satress distribution in the crank. The outcome of this is the hollow crank arm with previously unseen STW value.  
  • UCI Impact-Test
    The UCI impact-test is done in a test laboratory with standardized procedure, a 10 Kilo heavy slide falls onto the wheel from a set hight. Paragraph 1.3.018 of the UCI regulates the allowed consequences. Delamination or visible cracks must not appear. After the test the wheel should not be more than 1mm out of centre, radial or sideways.