Liteville

Marque Allemande que j'adore.
Les cadres sont légers et costauds

Liteville 301



2410g avec amortisseur en taille XS
2660g avec amortisseur en taille XXL

6 tailles disponibles


On first look the Liteville 301 frame does not look very much different
from a conventional full-suspension MTB frame with the shock parallel
to the top tube. The main difference is that the shock is not mounted,
as usual, with the front to the frame but on the back side, to the
connection of top tube and seat tube.

The decision to „reverse“ the shock mount has important reasons and is
not just a design gag or just to do something different. It was our
goal to design a real multi-pivot frame with a „healthy“ construction.
That does mean that all forces are supposed to be introduced into the
frame as easy as possible on frame and shock

A decisive advantage of the reverse shock linkage is the introduction
of forces from the rear triangle and shock into the main frame triangle
right to the very sturdy connection between seat tube and top tube. In
addition, the introduced force is working against the force being
exerted by the rider via seatpost and seat tube and is partially
neutralized. In usual full-suspension frames with the shock parallel to
the top tube, all forces are working in the same direction and stress
the frame much more.

The frame
For maximum stiffness and durability we butted every single tube
several times and created an oversize construction. The head tube, for
example, is not, as it is customary, made for 1 1/8“ steerer tubes but
for the new 1.5“ diameter. Because of the bigger diameter the wall
thickness can be much thinner and the tube is actually lighter than
most 1 1/8“ head tubes.
And since the head tube is so wide, the bottom tube with its 53mm
diameter can be connected to it without ovalizing. In combination with
the 44mm upper tube it creates a super stiffness, worthy of a
freerider. The seat stays and chain stays are also butted differently
to adjust for different loads. A special challenge was the bottom
bracket area where bottom bracket, main pivot, front derailleur and
rear tire are cramped in a small space. We emphasized efficient use of
space to make room for the cranks and have loads of tire clearance at
the same time.

The rear triangle
One of our most important goals was to prevent the much-feared
suspension bob because at the time of the start of this project, there
were no “anti-bob shocks”.
Even today we maintain that it is possible to design suspension systems
that are neutral to forces from pedaling and so not need SPV, ProPedal
or else and are, at the same have a great small-bump sensitivity.
To design such a suspension we had to understand the reasons for
bobbing. For one, the weight of the rider, for example while pedaling
standing, causes it. To combat it one needs to have a smooth pedaling
stroke – you either have it or need to practice it.
Another weighty factor is the chain torque, brought into the system by the rider.
Through optimum positioning of the 4 pivots of the rear triangle (of
major importance is the position of the rocker link) the chain torque
introduced into the system by the rider can be completely uncoupled
from the function of the rear triangle – even under full load the rear
will not bob, regardless of gear ratio.
And it is not necessary to use so-called “anti-bob” shocks. Actually,
we noticed that most current shocks are not as well suited (because of
too much damping) as “cheap” standard shocks.
It has to be added that the neutral suspension should cover as much of
the shock stroke as possible for the rider to be able to pedal even
across high obstacles. In our Liteville 301 the relatively long rocker
link takes care of this.
Up to 2007 travel has been 115mm, since model year 2007 the travel is 130mm.

pedal jack
Responsible for pedal jack is again the placement of the 4 pivots and
the subsequent elongation of the chain when compressing. It is
important that there is no pedal jack, regardless of gear. We
eliminated pedal jack by precise placement of pivots.

Bearings
For all pivots we use only optimized bearings with special
construction. The XC-Racing Kit (accessory) as well as the newest
edition of pivot points do only have one bushing. There are 6 ball
bearings (stainless, double sealed) in combination with one hermetically sealed (X-ring) special bushing in the upper tube.

This airtight bushing is being loaded by the patented 130mm Liteville
rocker link to achieve much improved suspension. All other pivot points
use ball bearings.

Derailleur hanger
For a perfect function we designed the derailleur hanger as part of the
frame. This way we achieve a much more precise shifting action compared
to the usual, soft derailleur hangers. In all our time testing we never
bent a derailleur hanger. In case it ever happens to you, we exchange
the seat stays at cost.

The headset
If using 1 1/8" steerer tubes in the Liteville 301, you need to use a 1
1/8“ True Intergration headset. We recommend the use of the Syntace
SuperSpin, equipped with double-sealed, stainless bearings. For
replacement you can use all standard bearings for integrated headsets.
The bearings of the Syntace SuperSpin are press-fitted into the bearing
cups.

Cable routing
An important (and difficult) task has been the perfect routing of shift
cables and brake hoses. We know from experience how important a
dirt-proof routing with few and easy radiuses is. In dirty riding
conditions the forces to operate shifters are getting higher fast, so
we opted for a closed shifter housing all the way to the rear.


Différents montages possibles:

Race/Marathon


All mountain


Enduro

C'est une alternative intéressante au blur....



Et en XXL il est vraiment sympa également (heureusement que les allemands sont grands, et pensent aux gens comme moi )

c'est syntace qui est derrière.

il est vrai qu'ils sont sympa, je les ai vu sur le MD2R :D

Le semi rigide de la marque
Liteville 101



Semi rigide pouvant être monté aussi bien en 100mm qu'en 140mm.
1590g en taille M









Sympa également en XXL

sur les liteville , , il n est plus possible d y mettre une roue arrière avec axe de 9 ?

qui peut me dire comment fonctionne le système ?

c'est du 4bar linkage comme cinématique et c'est syntace qui est derrière.

Apparemment le 101 n'est dispo qu'avec leur axe spécifique, mais pour le 301 tu peux choisir visiblement

taurus a écrit:

c'est du 4bar linkage comme cinématique et c'est syntace qui est derrière.

Administrateur neuneu il demandait le fonctionnement de l'axe de la roue AR

taurus a écrit:

c'est du 4bar linkage comme cinématique et c'est syntace qui est derrière.

quand je demandais comment ça fonctionnait , ce n etait pas au sujet de la suspension , mais pour le système d axe de roue .

Ahhhhhhhhhhhhh!! pourtant ce n'est pas un trek avec l'ABP, pourquoi les axes travaille différemment?