Maybe it’s because I just got back from a mountain bike ride with a grueling, grinding, steep climb. But I got inordinately excited about today’s patent from Fox. it seems Fox is toying with a composite chainring that should in theory reduce lateral flex. That means you lose less pedaling power to component movement. (Where were you an hour ago, Fox??)

And the three parts of the carbon chainring get mated to each other without pins or bolts. More on that below.

Fox owns RaceFace, so that’s likely where you’d see this product should it come to market. Here’s how it works.

A flat disc…in three dimensions

carbon chainring structure
The illustration shows the three portions of the carbon chainring: an aluminum or steel outer ring with teeth, a carbon or carbon composite carrier, and an aluminum or steel center ring that mates with the crank. Notice the width of the carrier, which should increase lateral rigidity.

Fox’s chainring is a bit unglamorous at first glance: it’s a chainring, after all. But the patent outlines a composite structure: the outer ring is of course made of metal, since that’s where the chain will interface. But that outer ring mates to an inner structure, likely made from carbon. The inner structure in turn will mate with the crank.

This allows Fox to easily tailor the shape and dimensions of the inner portion of the chainring, without adding significant weight to the works. in other words, Fox’s carbon chainring can increase lateral stiffness while keeping weight to a minimum.

This matters most for 1x drivetrains. Expect to see this chainring (if it appears at all; a patent doesn’t necessarily mean a product will follow) on mountain bikes. A carbon chainring like the one outlined here makes most sense on 1x drivetrains with wide gear ranges, which fits the bill perfectly for mountain bikers.

That’s because as the chain reaches gears on either extremes of the range (i.e. the highest gears and the lowest gears) the chain line runs at an angle in relation to the chainring more dramatically than it does at the center of the cassette. That subsequently means more lateral torque gets transferred to the chainring itself.

What does the carbon chainring solve?

tooth profile
The illustration notes the tooth profiles that Fox can apply to the chainring. It’s likely this chainring will feature a narrow-wide profile.

When the chain line changes that dramatically, it places more torque on the chainring. This poses two problems: first, more of your pedaling power gets lost to flex. And second, components tend to wear more quickly. The carbon chainring concept reduces the overall flex at the chainring, thereby reducing energy loss and increasing component durability.

So that’s neat-o. But how exactly is it different from any other chainring? It’s all about depth. It’s possible to mold the inner carbon structure in any number of ways, so you can hypothetically tailor the inner structure to maximize lateral stiffness. Since carbon in general is quite light, this likely won’t add much weight into the chainring (and it may even reduce the overall weight, or at least it could).

It’s that last point that matters, too. Plenty of chainrings already exist that take advantage of lateral depth to stiffen things up. Sometimes that means making the crank itself wider or stiffer where it mates with the chainring. Sometimes that means making the aluminum carrier on the chainring wider, and therefore stiffer.

In this patent, Fox is creating a single chainring from three components, one of which features injection-molded carbon fiber reinforced with nylon. The patent outlines other materials for this center portion: nylon reinforced with carbon, chopped carbon, and even some plastic polymer versions.

While we have indeed seen carbon fiber chainrings before, this appears to be a novel use for it. Fox’s carbon chainring idea seems to capitalize on the versatility of materials beyond aluminum and steel to create a durable yet laterally stiff chainring.

Affixing the carbon chainring to the crank

Carbon chainring Fig 2
The three components of the chainring get mated to each other using thermal expansion. There are no bolts, pins, etc. to secure the components to each other.

I had to read this section a few times to make sure I was reading it right. But it appears the patent that outlines a system in which the components — the outer ring and the inner composite portion — are connected without bolts, pins, or other fasteners.

That’s possible due to thermal expansion. Once the composite center and the outer ring get loosely mated to each other, they can be heated, and then cooled. During the cooling process, the outer ring should contract more than the carbon inner portion. The two components will therefore mate to each other tightly.

The same concept works with the carbon chainring center, where an aluminum lockring gets mated to the center of the carbon carrier. This is the surface that will mate directly with the crank itself, so carbon isn’t the best material choice here. Using the same thermal expansion principals as above, the center ring mates to the carbon carrier permanently.

The carbon chainring is a cool concept that will certainly appeal to mountain bikers, and even gravel riders, in search of the stiffest drivetrain components possible. In that sense, the carbon chainring design seems ideal for racers. But since mountain bikers are likely to encounter dramatic terrain changes that require high-torque pedaling, the chainring makes sense for just about all riders.

Of course, a carbon chainring certainly doesn’t sound cheap. And there’s always a durability worry with carbon, especially when it encounters lateral impacts that can tear the fibers themselves (think about your shoes repeatedly rubbing against the crank).

Still, it’s an intriguing concept. Do you think we’ll see a carbon chainring like this hit the market soon? Would you buy one for your everyday rig, or is it just for the racer crowd? Let us know in the comments below.

Carbon chainring system
Here’s how everything mates together.

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  1. old news…
    RF published this ring like 2 years ago (king of the ring – i think) at See Otter I think and then they dropped it once it became obvious plastic on the dm chainring is bad idea with lots of cracked ones.

  2. “nylon reinforced with carbon, chopped carbon, and even some plastic polymer”
    Nylon is a plastic polymer, Dan. An insert molded spider is an interesting idea if you can make it strong enough.

    • I would suspect that *if* if flexes, it flexes in the direction of the chain pull, so while it would cause a bit of internal friction from the flex itself my feeling is that it would rather reduce friction between chainring and chain.
      Not that it mattered outside of manufacturers’ balance sheets.

      Interesting technology though, rediscovering the way they used to put on the iron ring on wagon wheels hundreds of years ago.

  3. Didn’t Shimano do more or less this with XTR chainrings a decade and a half ago? Carbon fiber body with steel or titantium teeth bonded into the carrier/spider. It certainly worked back then, no reason it won’t work now, but why the desperation to patent something someone else already did?

  4. I would also be concerned about the thermal expansion mounting method for the metal teeth to carbon spider. Sounds like a recipe for a new primary source of creaks and overall a solution for a problem that doesn’t exist. But this is probably more of a patent war move than a practical application. But hey maybe it will lead to the best new chainring on the market. We’ll see.

  5. That’s actually the exact chainring they already had a couple of years ago.
    For some reason it got recalled and never made it back into production.
    Shimano has been doing composite chainrings for ages…

  6. just got a brand new deore XT 11 speed groupset but I sourced the xtr chain on eBay. half the price but it was fake. broke a link on my first ride which was pretty mellow. got me thinking pinon and other gearboxes are the future for MTB.
    it’s more expensive upfront for sure but in the long run after several groupset swap, probably cheaper. a carbon belt and gearbox that last 50000 or even 100000 miles with no adjustment, no broken chain, no degreasing/lubing, no derailleur hangers replacements, sounds sweet. I would happily trade some added weight around the crank, reduced unsprung weight, more range, consistent efficiency, zero maintenance. please bring is some standardized mounting points. I think when Shimano and sram start working on it seriously it will start to be the end of the chain groupset as we know it, at least for the serious mountain bikers that put miles on their bikes. maybe for racing it will take more time but eventually we’ll get there as most innovation eventually did, even with a weight penalty like disc brakes, suspensions, dropper post, wider tires, tubeless, larger wheels or modern geometry.

    • Don’t skimp on chains!
      Well, your comments about belt drives and gearboxes aren’t wrong, but there are two things- one is that the weight of bikes is already pretty high and another pound or so might be a bridge too far; more importantly, you’re looking at this from a rider’s or a technician’s perspective.
      Look at it from the point of view of the people who make the stuff- why would they want to retool (potentially huge business expense) to produce something that lasts forever and doesn’t need replacement parts or upgrades (loss of revenue stream)?

    • “pinon and other gearboxes are the future for MTB” – in Your dreams…
      Gearboxes build upon gear wheels like car/ motorcycle industry (without chainwheels and roller chain involved like Shimano patented gearbox) are INEFFICIENT/ SAPPY. By ading such gearbox You add DRAG to the system. This means that You must add… electric motor and You end up with light electric motorcycle pretending to be bicycle.

  7. The listed bill including nylon and chopped carbon seems indicative of current high durability filaments for 3d printing. I was wondering when we’d see their influence in cycle tech.

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