For the love of English 3 speeds...
#3126
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I built a frame for this SA alloy hub I had on my shelf for 30+ years. Decided to be a bit creative in the frame style... Andy.
#3127
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I picked this AW hub out of a parts bin last week. It's a '49, and the driver is threaded where there's usually a lock-ring. Any ideas what that's for?
#3128
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yellowbarber- With the ability to coast a threaded on cog doesn't need a lockring to hold it on. there's no loosening forces, think about a classic threaded freewheel. The SA threaded driver is long enough to handle a second cog. In fact some companies made such, like Cyclo. I have a Raleigh Twenty (not a Raleigh DL-20) out on a 30+ years loan with a SA FW hub and two cogs. It uses a Huret deraillure to get 8 gears. Andy.
#3129
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#3130
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yellowbarber- With the ability to coast a threaded on cog doesn't need a lockring to hold it on. there's no loosening forces, think about a classic threaded freewheel. The SA threaded driver is long enough to handle a second cog. In fact some companies made such, like Cyclo. I have a Raleigh Twenty (not a Raleigh DL-20) out on a 30+ years loan with a SA FW hub and two cogs. It uses a Huret deraillure to get 8 gears. Andy.
I suppose the forces required to loosen the cog for removal made it a real PITA to do so that's why SA abandoned the threaded cog design in favor of the tab & lockring setup we still see today. I wonder if there was a special factory-approved tool designed to fit the driver into that was intended to help the cog removal process instead of just plopping the driver over a likely-looking bit of angle iron or other flange? It still requires the removal of the driver from the hub to remove the threaded cog unless there is a trick that I don't know about.
#3131
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Sturmey-Archer used threaded drivers until about 1952 when they changed to the now familiar splined driver. Removing the cogs from the threaded driver can be a PITA, so the recommended fix is to replace the threaded driver with a splined driver from a newer hub.
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#3135
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Oh, but I don't want a flat tire. I really don't like flat tires much at all, though I'm pretty sure I get more than my fair share of them.
My Fothergill has a '39 AW hub with two cogs and a Resilion derailleur, a derailleur that shifts okay but is a real PITA when it comes to removing/replacing the rear wheel. When I get a flat on that, I patch the tube without removing the wheel. It's the only way.
My Fothergill has a '39 AW hub with two cogs and a Resilion derailleur, a derailleur that shifts okay but is a real PITA when it comes to removing/replacing the rear wheel. When I get a flat on that, I patch the tube without removing the wheel. It's the only way.
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#3138
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I have used tyre sealant on my old three speeds with great success in that over the past 6 years have never experienced a flat and discovered that over the winter these tyres lose no air pressure. The fellow I sold my superbe to said he has rarely needed to even top up the tyres and he has been riding it for three years.
My wifes igh equipped bike runs marathon supremes as it also has a full chaincase and she has never had a flat while owning and riding this bike for what is now six years and she puts down a lot of miles.
My wifes igh equipped bike runs marathon supremes as it also has a full chaincase and she has never had a flat while owning and riding this bike for what is now six years and she puts down a lot of miles.
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--patches won't hold to those tubes. I know, some people say it is possible; and obviously if the tubes really do self-seal then patches arent necessary... but....
--the sealant doesn't work on high pressure tires; the threshold seems to be around 70 psi. Again, some people claim otherwise, but my experience is what it is.
--the sealant doesn't dry in the tube, but it will eventually dry in the valve stem, making it impossible to inflate.
I think I have them in my wife's 3-speed, which is a good use for them since she is willing to inflate the tires herself but is not willing to do more elaborate repairs. Otherwise, I've given up on them.
#3141
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I did that for a while, and thought it a great success, until the problems added up and I soured on the idea. The problems I found were:
--patches won't hold to those tubes. I know, some people say it is possible; and obviously if the tubes really do self-seal then patches arent necessary... but....
--the sealant doesn't work on high pressure tires; the threshold seems to be around 70 psi. Again, some people claim otherwise, but my experience is what it is.
--the sealant doesn't dry in the tube, but it will eventually dry in the valve stem, making it impossible to inflate.
I think I have them in my wife's 3-speed, which is a good use for them since she is willing to inflate the tires herself but is not willing to do more elaborate repairs. Otherwise, I've given up on them.
--patches won't hold to those tubes. I know, some people say it is possible; and obviously if the tubes really do self-seal then patches arent necessary... but....
--the sealant doesn't work on high pressure tires; the threshold seems to be around 70 psi. Again, some people claim otherwise, but my experience is what it is.
--the sealant doesn't dry in the tube, but it will eventually dry in the valve stem, making it impossible to inflate.
I think I have them in my wife's 3-speed, which is a good use for them since she is willing to inflate the tires herself but is not willing to do more elaborate repairs. Otherwise, I've given up on them.
Good point that it does not work on high psi tyres or when you experience significant damage and I always carry a spare tube regardless.
#3142
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Yellowbarber - Some folks mount a freewheel on the threaded driver and install a RD to end up with an expanded gear range.
-G
-G
#3143
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One might also need the longer SA axle to provide adequate clearance for a multi speed conversion.
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I have one of those drivers (with a cog on it) if you want it. You will need a very long axle indeed.
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Andrew, I like that quite a bit, especially with the integrated rack. You should post that in the framebuilders forum for them to see, if you haven't already. What tubing did you use? Also, what is the geometry?
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I would love to find one of these and would look at building up and adding a 4-5 speed freewheel and a rear derailleur to give me the mother of all dual drives. Consideration has to be given to the reduction gearing in the AW to make sure the cog selection creates a minimum of gearing overlap and gives the optimal gearing.
One might also need the longer SA axle to provide adequate clearance for a multi speed conversion.
One might also need the longer SA axle to provide adequate clearance for a multi speed conversion.
As an aside, I just discovered that I have 11 Sturmey AW hubs!
#3149
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I have a Moulton F series in the works and a drive set up like this might just be the bomb for what will be a full on road bike that needs an internal hub to give you any kind of decent road gearing... was thinking a three speed with a dual drive would have been a good way to go with this instead of the stock 4 speed IGH as it would tighten up the gear steps.
Would of course have to swap the internals to a shell for 28 spokes as this is what the Moulton rims use.
#3150
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I also have a good number of AW hubs but all are splined and date back to '54... the '54 is a keeper as it is original to my '54 Raleigh and plan to rebuild the wheel.