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NuVinci Cycling bulks up for aggressive riding and e-bikes with new N380x CVP hub

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NuVinci Cycling bulks up for aggressive riding and e-bikes with new N380x CVP hub

We’ve seen it everywhere with bicycle component design recently – parts have to be made stronger to cope with the higher strain of e-bike motors. But in this case, it’s not only e-bikes that will benefit from the new N380x hub from NuVinci. Citing a growing need to outfit ‘Sportive’ bicycles, or what we would probably call a dual sport or hybrid, NuVinci wanted to make their stepless continuously variable planetary transmission a bit more robust. And that’s exactly what the N380x delivers…

NuVinci Cycling bulks up for aggressive riding and e-bikes with new N380x CVP hub
Photos c. NuVinci Cycling

The benefit of the NuVinci hub system has always been the stepless gear range which allows you to shift through a range of gearing without any steps or physical ‘shifts’. Add in their Harmony automatic shifting system which keeps the bike in a certain gear range based on preferred cadence, and you may finally have the automatic drivetrain inventors and tinkerers have tried to perfect for years.

In this case though, that same drivetrain is strengthened to be able to handle input torques up to 100Nm while still maintaining a 380% gear range. To put that in perspective, the hub is said to have no problem shifting under full load from a speed pedelec e-bicycle. The same durability makes it a better choice for dual sport bikes that will actually find themselves off road – or for cargo bikes for that matter.

In order to accommodate this new crop of bikes, the hub is compatible with 135 x 10mm, 142 x 12mm, and 148 x 12mm dropouts to allow for use in frames with mountain plus size tires. NuVinci says that the first OEM to use the new N380x will be Scott Bikes on their new E-Silence Evo which will be launched at Eurobike.

nuvincicycling.com

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JBikes
JBikes
5 years ago

Maybe I am missing something, but what is it about riding “off road” that requires a stronger rear hub?
I don’t think I’ve ever seen a MTB hub that was built stronger on the drive pawl mechanism. Perhaps finer engagement, but not stronger.

Jeff P
Jeff P
5 years ago
Reply to  JBikes

Typically internal transmission hubs will slip on offroad terrain. This usually happens at a low gear, low speed situations where the rider can output maximum torque. Like getting up a steep slope, popping over a log, etc. Like you know how if you put a steel cassette on an aluminum carrier on a MTB you will tear it up so much faster than on a road bike.

So don’t think about a normal hub, think about the transmission part of it.

JBikes
JBikes
5 years ago
Reply to  Jeff P

Got it, I can see that with regards to slip torque ratings. I’d think any hub would be rated for the maximum torque a human can reasonably output + safety factor. Since its slip, its not really a safety issue and kind of self saving…thanks!

Morpheous
Morpheous
5 years ago
Reply to  Jeff P

But, Nuvinci is not convetional planetary IG gearing. Its hydraulic. So out the window with your explaination. Do some research.

JBikes
JBikes
5 years ago
Reply to  Morpheous

I think Jeff P was highlighting the slip characteristic of hydraulic transmission when he said “typical internal transmission hubs”. Granted there are planetary geared internal hubs, but given the context, his intent seemed clear.

My original question was based on the fact that slip is due to excessive torque. I would not think a human was capable of putting down more peak torque off-road than on; however, the lower gear ratios used off road can result in higher input torque values on off-road hubs. I kind of disregarded the gearing difference between on and off road applications in my original comment (based more on the design use of the hub…i.e. not technical off road)

Antoine
Antoine
5 years ago
Reply to  JBikes

You should also keep in mind road use see quite continual torque while offroad will inevitably results in spike. So overbuilding make sense even for the same nominal input.

myke2241
myke2241
5 years ago
Reply to  JBikes

It’s marketing. But it is built for those E-Motobikes… apparently the amount of torque those little motors put out was causing some slippage…. maybe crap engineering or really not meant to coexist on trails. It’s you’re call

Morpheous
Morpheous
5 years ago
Reply to  myke2241

…you are obviously very ignorant on technical matters of IG hubs in general, and dont understand e-bikes yet. Then you attempt to politicize, weakly as well. You need to stop posting.
.

tyler
5 years ago

“Photos c. NuVinci Cycling”

reeboks and kickstands. thats a pretty lame photo TBH. is pay 4 play really more important than resonating with your readerbase? :/

Kristi Benedict
Admin
5 years ago
Reply to  tyler

tyler, we cover the products we think are interesting. We do not participate in pay 4 play.

ChknBreast
ChknBreast
5 years ago

The Nuvinci 360 was good for commuting, not even that bad for a bit of off road. The 12 lb rear wheel on the other hand made it a little unwieldy. Guess these things can only be made so light.

VeloKitty
VeloKitty
5 years ago

The hub weighs 5.4 pounds.

KingDe
KingDe
5 years ago
Reply to  VeloKitty

you better have a e-bike to haul that heavy beast around.

patrick hayward
patrick hayward
3 years ago

Hello nice to talk Nuvinci, its easier to say than Enviolo, politics over.
Been riding N380se for 1 year on the road condition of use 1. commuter ebike . Weight is not a problem I live in Snowdonia and carry 15 – 20 kg panniers. So long as the gearing is low enough to avoid knee grinding pedaling, nice and steady break no records climbing, fun and easy i am unaware of the weight i’m dragging.
The problem i find is gearing down enough to make it easy.Nuvinci instruct “set the hub initially to full overdrive the paint lines up, BUT i found internal ratios would not reach full underdrive and i was not getting the full 0.5 and at the other end of the scale i was getting more than the 1.9. The solution to this one is set the hub to full underdrive rather than the specified full overdrive. To test the low end has been ascertained while still clamped in the vice revolve the sprocket and rim, count the turn and an exact 0.5 is achievable. While setting
the hub i also found it easier to turn when i took the wheel from the vice and held it on an angle it stops the fluid dropping to the left and locking the internals.
Now it don’t matter where the shifter is set so long as cable freeplay is correct and it can’t be wrong twist the (manual) interface fit the cable where its easier to reach and your little man follows suit.Wow what a difference now i climb longer and steeper, but i want to increase this further so now my LBS is removing a tooth on the front and adding one to the rear then it will be longer and steeper again.
Ratio range 0.5 – 1.9 suits near perfect in conjunction with , 0 – 25 kmph.There is a limit set by Nuvinci with regards low primary ratio. I am a puny weed compared with the real boys but my shopping still needs lifting several hundred meters. As the incline increase a slight twist of the shifter keeps pedal pressure sameish , incline increase, slight twist, sameish, fantastic superb. NEVER EVER SLIPS slip is a fiction of ignoramus. yes the weak point i surmise the three pawl ratchet got a spare not needed yet.
A return to stepped gear systems is unlikely and to derailleurs in particular, inconceivable. the extra bit of weight is nothing, to have your gears enclosed in a container equals, long live economy , low maintenance and cleanliness.

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