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Dating back to the aw 3-speed hub. For the model designation with dating sites with safe people. Click on this seems to be a sturmey archer aw. Anyone have a few months ago. Vintage sturmey archer 3 speed hub only shift cables and model, bicycle components parts ! How to help date stamped many of these hubs: sports outdoors. Servicing a fun text flirts a model x-fdd 3 speed dating in most common kind of.

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Sturmey-Archer works manufactured many models of 3-speed hubs over the years. Specifications Fitting Sets for most hubs - unless indicated in individual entries A site with information on several adjustment Another hub with information on several hubs.

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The classic Sturmey-Archer AW hub in cross-section. Tweet Follow sheldonbrowncom.

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Technical information. Another source Internals like S-RF3.

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Installation and parts list. No Intermediate Gear version - not the classic AW. Steel dating.

Sturmey archer aw dating - Join the leader in mutual relations services and find a date today. Join and search! How to get a good woman. It is not easy for women to find a good man, and to be honest it is not easy for a man to find a good woman. If you are a middle-aged woman looking to have a good time dating man half your age, this article is for you. Sturmey-Archer's most widely known product is the AW wide-ratio three-speed hub gear, introduced in (though patented in ) and still in production in a substantially modified form as of It is the sole survivor of a much larger range of "A" model three-speed hubs, including the AG Dynohub, AB 90mm drum brake hub, AM (medium ratio for "club" riders), the AC and AR (close ratio. Dating bikes with a Sturmey Archer 3-speed hub Navigation menu. It works anchorage narrow-ratio hubs and hubs discontinued before Old Sturmey-Archer three-speeds other than the AW and closely-related models AG, AB can be tricky or impossible to repair, due to parts un-availability.

Technical hub Rebuilding instructions and comparative parts list, in Sutherland's. Technical information Another source Rebuilding instructions and comparative parts list, in Sutherland's.

AWC II. Adjustment toggle, steel shell - slight modification of the earlier version. Special Brompton extra wide-ratio 3-speed used with 2 sprockets and a rear anchorage to make a 6-speed hybrid-gearing system. This hub is apparently sold only through Brompton. Gearbox for tricycle. Works reverse dating and coaster brake. Rotary shifting.


Band brake fitting, could be used for drive sprocket. Parts list ; like AB3. S-RC3 II. Coaster brake.

Technical hub, rebuilding Parts list Another source. Parts list. Threading for band toggle at left side. Works reverse gear. Documentation in Boldface if on this site. In Low gear, this isn't a problem as the low gear pawls can be overrun by a higher gear, while Normal and High gears use the same pawls, requiring an alternative solution. The K hub spawned a Tricoaster version with back pedal brake, designated KC, in and both close ratio KSand medium ratio KSW variants in and respectively.

The KB was joined in by the KT mm tandem drum brake, part of a family of mm drum brakes alongside the BFT and BRT front and rear drum brakes BR type drum brakes are not gear hubs and are instead threaded for fixed sprockets or freewheels.

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Despite the primary selling point of Sturmey-Archer hubs being their offer of three gears when rivals managed only two, Sturmey-Archer produced a range of two speed hubs in the s. This began with the T and TF identical hubs, F denoting a fixed sprocket inalongside a version with a 90mm drum brake; with a rod brake operation and freewheel, this was TB, with a rod operation and fixed wheelthis was TBF, while a C was added to either designation to denote cable operated brakes instead of rods.

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In reality, an end user can easily switch between fixed and free, and rod and cable by swapping out common parts, though the hub shell will continue to show the designation for a given hub's original configuration. Ina close ratio 2 speed was introduced, this was called TC and offered a Hubs manufactured in the s have a date stamp given as a number at the end of the model designation, this can be seen on examples of all of the hubs mentioned in this section, as well as some A and F family hubs.

Sturmey-Archer's most widely known product is the AW wide-ratio three-speed hub gear, introduced in though patented in and still in production in a substantially modified form as of In a four-speed close ratio model AF was released, intended as a close ratio 3 speed with an additional low gear for hills, this was discontinued in and succeeded by the near identical FC hub in The FW led to the development of a series of internally similar 'S5' five-speed models, and bySturmey-Archer were producing seven-speed hubs.

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Production was low, and in the mids these were discontinued, hub geared bicycles having gone mostly out of fashion. The brief story of the Sturmey-Archer SW series medium-flange wide-ratio three-speed hub provides strong substantiation of the merits of the AW design.

Before Sturmey Archer gave each hub an individual serial number. I have been researching these numbers for some time. I am now able to share some results of my research here. Here is my dating guide, which I have compiled by using Sturmey Archer production figures along with data from hubs that I have seen and some basic arithmetic. Famous for more than a century, Sturmey-Archer have always been leaders in bicycle hub gear design but in earlier years they also produced gearboxes and engines for motorcycles. The first years of the company, are recorded on Sturmey-Archer was one of two major manufacturers of internal-gear hubs in the early and mid 20th century. (Fichtel & Sachs in Germany was the other. Shimano has made internal-gear hubs since ) The Sturmey-Archer AW 3-speed hub, by far the most .

Sturmey-Archer Gears Ltd. Riders appreciate the nearly silent operation of its springless 'centrifugal' pawls while the pawls are often described as being centrifugal in operation, they in fact operate by a rocking motion as the freewheel ratchet teeth pass over them, pushing them back and forth in their slightly oversized sockets.

Smaller and lighter than an AW hub, the SW was aptly, but unfortunately, described by Sturmey-Archer as having "fewer working parts than any other wide-ratio 3-Speed hub" [4] and was thought to be less costly to manufacture than the AW series that had been in production since The new hub turned out to be slow to engage drive because the mode of pawl engagement necessitated fewer freewheel stops and could not be "pre-shifted" like an AW can while changing 'up', and the AW's predecessor, the 'K', can while changing in either direction.

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This pre-selection of gears was never advocated by Sturmey-Archer. More troubling, the unique crescent-shaped pawls can have slippage issues, even with correct toggle chain adjustment, as engagement of only two of the three pawls in each freewheel is insufficiently stable to hold normal levels of torque.

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This is more pronounced in hubs which are sticky inside from incorrect lubrication, and ones which have been allowed to wear through poor maintenance or, less commonly, heavy use. Both the SB and SG would have used a modified set of SW internals with a shortened planet cage to facilitate the additional functionality on the left side of the hub.

The AW had been built under license by The Hercules Cycle and Motor Company as the A type in the s and the B type in the s there is no functional difference and the letter merely denotes the decade. After the failure of the SW in the market and the re-commitment to the AW, Sturmey-Archer continued to widely license the design, with fully interchangeable clones of the AW eventually being made under labels including J.

The S2 - Sturmey-Archer's first 2-speed hub since the demise of the T series in and the last two speed they would make in the UK - featured a direct drive and a While its lack of need for a gear cable might have led to the S2 being a popular choice for small wheeled and folding bicycles, the nature of the gears meant that a small wheeled bicycle would struggle to obtain acceptably high gearing within the constraints of a the size of its wheels, b the minimum size of sprocket which could be fitted and, c the maximum size of chainwheel which could be obtained.

For these reasons, it was commercially unsuccessful.

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The up-shift and down-shift process is the same, with the hub toggling between gears; there is a consequent risk of overshooting the desired gear. The S2 has no equivalent to the sliding clutch seen in 3- and 4-speed Sturmey-Archer hub designs, there is indeed no lateral movement within the hub in use.

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To achieve this radically different mode of shifting gears, the hub featured a unique driver with a 4 spline keyed socket in the middle similar to, though not interchangeable with, later 'No Intermediate Gear' AW driversinto which sat a selector sleeve. The 4 cuttings on the selector sleeve 2 shallow and 2 deep, arranged alternately enabled the selector sleeve to transmit drive from the driver to the backs of the two unique high gear pawls, with said pawls either allowed to engage the hub shell for direct drive deep selector sleeve cutting or tripped out such that drive is transmitted only to the gear ring shallow selector sleeve cutting.

Low gear then operates in the same way as on an AW hub, with the drive of the ring gear turning the planet cage via the planet gears - and hence the shell - at a reduced speed. The S2 hub features three low gear pawls mounted in its shortened planet cage, necessitating a low gear freewheel track with twelve stops instead of the 10 which would be found on a contemporary AW, this means that an S2 freewheeling in low gear will tick more frequently and more loudly than an AW in low gear at the same speed in a wheel of the same size.


Because of this difference in the left low gear freewheel, and the short planet cage, the S2 has a gear ring pressed into the shell near the middle, with the mechanism occupying little more than half of the shell volume and the rest being left empty. For this reason, the S2 has a unique shell and its internals cannot be installed in the shell of another model. The S2 is an unusual hub, with only 12, produced, and they are rarely available for sale. Sturmey-Archer hubs are seen by many as an alternative to Derailleur gearshowever on many models of Sturmey-Archer hub, the two can be combined to offer a setup with many of the benefits of both systems - offering more, closer spaced, gears while continuing to offer a very wide overall range.

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The majority of Sturmey-Archer gear hubs can be converted to hybrid gearing by fitting a rear derailleur to the bike and finding a suitable method of attaching more than one sprocket to the hub driver. For the 'three spline' driver, an additional sprocket may be added in place of the spacers so long as care is taken to ensure the gap between the sprockets is not so great that the chain will drop into it instead of moving between sprockets.

Two sprocket blocks have been produced for these hubs in the past too, though these are now obsolete and hard to find. For the spline driver of late s and s sporting hubs, similar arrangements may be made as for a 3-spline driver, however component sourcing is likely to be a bigger problem in line with the general scarcity of these drivers and the sprockets which fit them.

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For the threaded drivers which were fitted to touring hubs beforea standard thread-on freewheel may be fitted, although care must be taken to ensure there is sufficient clearance in the frame and sufficient thread engagement to ensure the setup is safe. More than three sprockets is unlikely to yield successful results.

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