Monocoque is a spatial structure, where the outer walls of the shell are the load-bearing element. For the first time, the monocoque began to be used in aircraft construction, then in the production of cars, and finally this technology migrated to bicycles.

As a rule, it is used to make the front triangle of the frame by longitudinal welding of aluminum extrusions. The shape and size of a monocoque structure can be made in a wide variety of ways, which is not always possible when using ordinary pipes.

This technology makes it possible to increase the rigidity of the frame and reduce its weight without losing strength by eliminating welds from the points of the main stress of the loads. Sometimes the anterior triangle forms one solid structure without gaps.

New Monocoque technology

This was the first time this technology was used on steel frames. Monocoque frames are also called structures where pipes are welded together in a separate section, and not along the entire length, for example, in the area of \u200b\u200bthe steering column or carriage. At the junction of the pipes, there are no walls between them, only a welded seam along the length of contact, due to which weight savings are achieved without losing rigidity.

Monocoque frames are also made of carbon. The creasing profile, combined with cabon fiber and carbon fiber couplings, results in a monocoque frame design that combines lateral stiffness and vertical resilience. As a rule, all carbon bikes are monocoque, because they are made in one go, and not from separate parts like regular bicycles.

Using this technology, not only the bicycle frame is manufactured, but also other units: handlebars, stems, elements of the rear triangle of the frame, and others. Monocoque technology is quite expensive and is therefore used on high-end bicycles.

Bicycle frame made using monocoque technology.

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For bonding the frame pipes using the high temperature brazing method, solder from metals other than steel is used. The gaps between the frame parts are filled with molten solder, preheating the part. The main material for the solder is bronze and brass alloy ...

Waveframe is another type of open frame where the upper and lower tubes are combined into one larger diameter for increased rigidity. Fits on children's, ladies' and folding bicycles ...

The most common steel grades for frame production are those containing chromium and molybdenum - alloying elements. Accordingly, they are called chromium-molybdenum. In some cases, other less expensive steel grades are used for the production of frames ...

It is not necessary to make frame tubes with walls of the same thickness along the entire length of the tube, but to reduce the thickness in the place where the load has a minimum value. This is done in order to reduce the weight of the frame, and therefore the entire bike ...

Cross Country frames also provide quick acceleration of the bike. On rough terrain, the bike's handling and stability are a priority. The frame must withstand long-term cyclic loads ...

At the dawn of Formula 1, car safety was extremely low. The machine was built in the form of a spatial truss made of steel pipes. The high seating position of the rider, coupled with the lack of seat belts, further exacerbated the position of the pilots in the event of a collision. The fragile cockpits were deformed in accidents, debris flew at the pilots, often they just flew out of the car onto the asphalt or under the wheels of other cars. The only thing that could somehow protect the rider was the motor located in front of the pilot, but in the late 50s, with the introduction of the rear-engine circuit, this unreliable protection disappeared.
True, the reverse side of the rear-engined car layout, introduced by John Cooper, owner and designer of the Cooper team, was a lower "semi-recumbent" position of the rider, which somewhat increased the safety of the pilot.

The real revolution came in Formula 1 in 1962 when Colin Champan and Len Terry introduced their Lotus 25, the first formula car to use the monocoque monocoque principle. The idea itself was not new - according to this scheme, aircraft fuselages have been created since the beginning of the twentieth century, and automobile designers occasionally tried to use the developments of aircraft manufacturers. But it was the Lotus 25 that became the first production racing car to implement this idea.
The welded steel tube structure in the new Lotus has been replaced by a load-bearing structure of two parallel D-shaped duralumin sections connected by cast aluminum crossbars and floor panels. At the back, two spars served as support for the engine. On the sides of the car, fuel tanks were placed in hollow sections. Compared to tubular frames - trusses - the monocoque had a significantly higher (by about 50%) torsional rigidity, which made it possible to more accurately adjust the chassis of the car depending on the characteristics of the tracks. In addition, the monocoque provided better protection for the pilot in the event of an accident, as it was less prone to deformation upon impact.
Competitors appreciated Chapman's novelty at its true worth, and already in 1963 a number of teams followed the example of Lotus, preparing a chassis in the form of a monocoque.

Since then, the main development of the monocoque design has been in the direction of increasing its rigidity. On the one hand, this allows to provide a higher degree of safety for the rider, on the other hand, to increase the efficiency of his work in conditions of overload. So, in the same 1963, the BRM aluminum monocoque was sheathed with wood panels. A few years later, the first monocoque "sandwich" appears - between two sheets of aluminum alloy McLaren designer Robin Heard placed a layer of light wood, which further increased the rigidity of the structure.

In the 70s, almost all Formula 1 teams switched to using the monocoque. At the same time, there is a search for the optimal shape of the structure and materials for its manufacture, because the overloads acting on the monocoque with increasing speeds and the introduction of the ground effect increase rapidly. In the mid-70s, composite materials first appeared. The pioneer is the McLaren M26, created in 1976 - some of its parts were made in the form of a 6-angle honeycomb honeycomb structure made of carbon fiber.
In 1981, the first car, the monocoque of which was completely made of composite materials, entered the Formula 1 tracks - the McLaren MP4 designed by John Barnard. At the same time, Lotus was also developing a car made from carbon and Kevlar fibers. However, the Lotus 88 was never able to start in the races and was banned due to non-compliance with the regulations.

Despite the fact that composites were extremely expensive and laborious to manufacture (at that time it took more than 3 months to create one monocoque), their use made a real revolution in Formula 1. The strength and rigidity of the structures increased several times at once. By the end of the 1980s, almost all teams had acquired autoclave ovens for making chassis from carbon fiber "honeycombs" impregnated with viscous epoxy resins.

Monocoque making

It takes approximately 2 to 4 weeks to make a carbon fiber monocoque. First, a special shape (matrix) is made of artificial material, exactly repeating the shape of the monocoque. This mold is then covered with carbon fiber, then smoothed and coated with a special mold compound. After that, the original shape is removed, and several layers of carbon are applied inside the resulting model. Then the layers are pressed to the matrix with a special vacuum bag, and the whole structure is sent to "bake" in an autoclave oven. Depending on the structure of carbon fiber, binders and the stage of the technological process, baking takes place at a temperature of 130–160C, under a pressure of up to 6 bar. After the last layer of carbon fiber has been laid out and "baked", the almost finished monocoque is connected to an aluminum honeycomb structure for rigidity, the halves of the monocoque are folded, and it is again "baked" in the autoclave.

Lamborghini has unveiled the new supercar carbon monocoque. Lamborghini unveils new supercar monocoque In just two weeks, Lamborghini intends to unveil the Murcielago's successor, the LP700-4 Aventador. Weighing just 147.5 kg, Lamborghini assures that it offers optimum safety and high torsional rigidity.

Lamborghini continues to reveal some secrets about its new LP700-4 Aventador supercar, which will debut at the Geneva International Motor Show.

Engineers have shared information about a new composite monocoque that will form the core of the supercar. The structure is made entirely of durable composite material, reinforced with carbon fiber (CFRP - Carbon Fiber-Reinforced Polymer) strands, and is designed to maintain its shape under excessive loads and ensure the safety of passengers. It weighs only 147.5 kg, while the mass of the finished body without painting and primer is 229.5 kg. In addition, the car has a "phenomenal torsional rigidity of 35,000 Nm / deg".

The monocoque is built using three complementary manufacturing methods - Resin Transfer Molding, Prepreg and Braiding - and includes a complex epoxy structure reinforced with aluminum inserts. More importantly, the engineers were able to simplify the manufacturing process and achieve amazing assembly precision - the distance between the interacting elements is no more than 0.1 millimeter.

Recall that the LP700-4 supercar will receive a 6.5-liter V12 engine with about 700 hp, mated to a lightning-fast 7-speed ISR gearbox. Thanks to it and the Haldex electronic permanent all-wheel drive system, the car can accelerate from 0 to 100 kilometers per hour in just 2.9 seconds and confidently reach speeds of 350 kilometers per hour.

For comparison:

Ford Focus 5d 17.900 N * m / deg.
Lambo Murcielago 20,000 N * m / deg.
Volkswagen Passat B6 / B7 - 32400 Nm / deg
Opel Insignia 20800 Nm / deg
VAZ-2109 - 7500 NM / Grad
VAZ-2108 - 8500 NM / Grad
VAZ-21099, 2105-07 - 5000 NM / Grad
VAZ-2104 - 4500 NM / Grad
VAZ-2106 (sedan) 6500 N * m / deg
VAZ-2110 - 12000 NM / Grad
VAZ-2112 (5-door hatchback) 8100 N * m / deg
Niva - 17000 NM / Grad
Chevy Niva - 23000 NM / Grad
Moskvich 2141 - 10,000 NM / Grad
For modern foreign cars, the normal figure is 30,000 - 40,000 Nm / Grad for closed bodies, and 15,000-25,000 Nm / Grad for open bodies (roadsters).

Alfa 159 - 31.400Nm / degree
Aston Martin DB9 Coupe 27,000 Nm / deg
Aston Martin DB9 Convertible 15,500 Nm / deg
Aston Martin Vanquish 28,500 Nm / deg
Audi TT Coupe 19,000 Nm / deg
Bugatti EB110 - 19,000 Nm / degree
BMW E36 Touring 10,900 Nm / deg
BMW E36 Z3 5,600 Nm / deg
BMW E46 Sedan (w / o folding seats) 18,000 Nm / deg
BMW E46 Sedan (w / folding seats) 13,000 Nm / deg
BMW E46 Wagon (w / folding seats) 14,000 Nm / deg
BMW E46 Coupe (w / folding seats) 12,500 Nm / deg
BMW E46 Convertible 10,500 Nm / deg
BMW X5 (2004) - 23,100 Nm / degree
BMW E90: 22,500 Nm / deg
BMW Z4 Coupe, 32,000Nm / degree
BMW Z4 Roadster: 14,500 Nm / deg

Bugatti Veyron - 60,000 Nm / degree

Chrysler Crossfire 20,140 Nm / deg
Chrysler Durango 6,800 Nm / deg
Chevrolet Corvette C5 9,100 Nm / deg
Dodge Viper Coupe 7,600 Nm / deg
Ferrari 360 Spider 8,500 Nm / deg
Ford GT: 27,100 Nm / deg
Ford GT40 MkI 17,000 Nm / deg
Ford Mustang 2003 16,000 Nm / deg
Ford Mustang 2005 21,000 Nm / deg
Ford Mustang Convertible (2003) 4,800 Nm / deg
Ford Mustang Convertible (2005) 9,500 Nm / deg
Jaguar X-Type Sedan 22,000 Nm / deg
Jaguar X-Type Estate 16,319 Nm / deg
Koenigsegg - 28.100 Nm / degree
Lotus Elan 7,900 Nm / deg
Lotus Elan GRP body 8,900 Nm / deg
Lotus Elise 10,000 Nm / deg
Lotus Elise 111s 11,000 Nm / deg
Lotus Esprit SE Turbo 5,850 Nm / deg
Maserati QP - 18.000 nm / degree
McLaren F1 13,500 Nm / deg
Mercedes SL - With top down 17,000 Nm / deg, with top up 21,000 Nm / deg
Mini (2003) 24,500 Nm / deg
Pagani Zonda C12 S 26,300 Nm / deg
Pagani Zonda F - 27,000 Nm / degree
Porsche 911 Turbo (2000) 13,500 Nm / deg
Porsche 959 12,900 Nm / deg
Porsche Carrera GT - 26,000Nm / degree
Rolls-Royce Phantom - 40,500 Nm / degree
Volvo S60 20,000 Nm / deg
Audi A2: 11,900 Nm / deg
Audi A8: 25,000 Nm / deg
Audi TT: 10,000 Nm / deg (22Hz)
Golf V GTI: 25,000 Nm / deg
Chevrolet Cobalt: 28 Hz
Ferrari 360: 1.474 kgm / degree (bending: 1.032 kg / mm)
Ferrari 355: 1,024 kgm / degree (bending: 727 kg / mm)
Ferrari 430: supposedly 20% higher than 360
Renault Sport Spider: 10,000 Nm / degree
Volvo S80: 18,600 Nm / deg
Koenigsegg CC-8: 28,100 Nm / deg
Porsche 911 Turbo 996: 27,000 Nm / deg
Porsche 911 Turbo 996 Convertible: 11,600 Nm / deg
Porsche 911 Carrera Type 997: 33,000 Nm / deg
Lotus Elise S2 Exige (2004): 10,500 Nm / deg
Volkswagen Fox: 17.941 Nm / deg
VW Phaeton - 37,000 Nm / degree
VW Passat (2006) - 32,400 Nm / degree
Ferrari F50: 34,600 Nm / deg
Lambo Gallardo: 23000 Nm / deg
Mazda Rx-8: 30,000 Nm / deg
Mazda Rx-7: ~ 15,000 Nm / deg
Mazda RX8 - 30,000 Nm / degree
Saab 9-3 Sportcombi - 21,000 Nm / degree
Opel Astra - 12,000 Nm / degree
Land rover Freelander 2 - 28,000 Nm / degree
Lamborghini Countach 2,600 Nm / deg
Ford Focus 3d 19.600 Nm / deg
Ford Focus 5d 17.900 Nm / deg
VAZ cars
VAZ-1111E Oka 3-door hatchback 7000
VAZ-21043 station wagon 6300
VAZ-2105 sedan 7300
VAZ-2106 sedan 6500
VAZ-2107 sedan 7200
VAZ-21083 3-door hatchback 8200
VAZ-21093 5-door hatchback 6800
VAZ-21099 sedan 5500

In the past, bicycle suspension was developed using a 2D kinematic model. Advanced Dynamics was developed in conjunction with the CEIT (Guipuzcoa Studies and Technical Research Center) based on virtual simulation and off-road cycling simulation programs with active front and rear suspension. CEIT is a research and development center that develops and tests the latest technologies for large industrial companies. Using this virtual analytics system, Orbea and CEIT have been able to identify all the variables that affect suspension performance on descents, ascents and different types of terrain. As a result, it was possible to identify 4 key elements around which the development of the new suspension was built: a suspension that not only makes the bike more comfortable, but also does not deprive it of dynamics, the most efficient use of the full suspension travel, specially tuned shock absorbers and sealed sealed bearings.

Many other constructors perform all calculations on paper or in a computer, but we have created your virtual clones. Our simulation programs allow you to recreate many different factors that affect the performance of the suspension: from the type of terrain, constitution and position of the rider while riding, to the distribution of loads on the pedals, saddle, handlebars, etc. Based on data from numerous studies, we've created a suspension that maximizes absorption of all types of shocks, minimizes bounce when pedaling, and maintains consistent wheel contact with the surface you're riding on, whatever the terrain.

Attraction technology adds to your ride the comfort that many cyclists dream of. It is responsible for neutralizing vibrations that occur during driving and optimizing the load on the wheels, improving pedaling efficiency. This technology also improves the bike's handling and traction, regardless of type and weather conditions.

The redesigned Orca's fork and rear triangle have been redesigned to make the ride more comfortable and efficient. Attraction Technology is responsible for absorbing shocks that occur when driving on uneven asphalt without sacrificing torsional rigidity of the frame, thereby increasing pedaling efficiency.

Helps to achieve unmatched distance results

Thanks to the special profile of the upper stays, the vibrations that occur during riding are not transmitted to the rider, but are damped without reaching him, transforming from longitudinal to minor lateral vibrations. Thus, we managed to create a bike for competitions of the highest level, which fully meets the requirements of athletes who experience the hardest physical activity during races:

• reduced level of vibrations transmitted to the rider while driving;
• improved grip of the bike with the road surface (as a result, the rider will be able to make more efficient accelerations and sprint jerks, and at the same time the bike will be better controlled);
• increased efficiency of power transmission to the rear wheel when pedaling;

Orbea carbon

The carbon that Orbea uses in production is a composite material made of carbon fibers with a high modulus of elasticity. We use it to create optimal frames in terms of rigidity, strength and vibration damping. These are essential characteristics for creating the perfect frame.

We used all our accumulated experience and advanced technologies to develop three types of fibers: Gold, Silver, Bronze... They differ in physical properties and, as a result, in their preferred field of use. Thus, all of our carbon frames are labeled as follows, depending on the type of fiber used:

OMG. Orbea Monocoque Gold

OMS. Orbea Monocoque Silver

OMB. Orbea Monocoque Bronze

One of the key differences between fiber types is the value of the elastic modulus (Young's modulus). The higher the value of Young's modulus, the greater the rigidity of the structure and the lower its weight. Accordingly, each type of carbon fiber developed by us has a certain Young's modulus value: Gold - maximum value, Silver - high, Bronze - medium.

OMG. Orbea Monocoque Gold

OMG carbon is made from fibers with the highest Young's modulus and has the best stiffness and weight. The use of such fibers, laid in certain layers, which in turn have gone through a multi-stage finite element analysis (FEA), allows us to create frames that have maximum rigidity with minimum weight. These frames are subsequently used in competitions of the highest level. We put cutting-edge technology into your hands.

OMS. Orbea Monocoque Silver

OMS carbon consists of fibers with a high modulus of elasticity. They give the frames sufficient rigidity, a high level of vibration damping and maximum pedaling efficiency over long distances. OMS carbon does not use a combination of fibers with the maximum Young's modulus and fibers that provide a high level of vibration damping.

OMB. Orbea Monocoque Bronze

OMB carbon offers you the optimal combination of fibers with a medium modulus of elasticity, yet elastic and durable. It is widely used in more affordable carbon frames. The higher density and resistance to compression of Bronze fibers increases their vibration damping and durability. This is because Orbea engineers have always tried to exceed industry standards in their work. We strive to ensure that riders who discover Orbea carbon frames for the first time can get the most out of them and achieve outstanding performance and progress.

Monocoque technology

Orbea engineers have long understood that the monocoque is the only technology that can optimize the frame in terms of rigidity, durability and comfort. The video below shows how a traditional carbon frame degrades over time, while a monocoque frame remains as if it had just left the factory.

Monocoque technology also allows for more creative frame designs with good fatigue crack resistance. This is why we can provide a lifetime warranty on all our bikes: our frames are reliable and their performance does not change over time.

What makes Orbea's monocoque technology so special?

The overall strength and reliability of the structure is higher due to the optimal distribution of loads throughout the frame structure, the absence of welds and joints. This means that the frame will not let you down, regardless of the tests that the track prepares for it. Monocoque technology ensures perfect fiber bonding in composite materials, not only in the outer layers, but also in the inner ones, which prevents fatigue cracks at the joints of frame elements. The latter problem is typical for frames manufactured using inexpensive and more traditional technology. Do you need any more arguments in favor of frames made with monocoque technology by Orbea? After all, we are dealing with a rigid and reliable frame, with decorative elements that will not flake and crack in high-loaded areas of the structure, with a frame that is a monolithic masterpiece of composite art, and not assembled from individual elements ... The choice is obvious.

UFO is a suspension system from another planet.

UFO is a carbon fiber suspension system designed to take away traditional pivot axles and everything related to them: nuts, bolts, bearings and finally the axles themselves. The result is a reduction in frame weight and suspension maintenance time while improving overall structural rigidity and traction on technical terrain. Professional athletes want a lightweight yet optimally performing rear suspension: they seek the perfect balance. And UFO technology is ready to offer it to them: a suspension system that meets the most stringent weight requirements (frame with a shock absorber 1.95 kg), easy to maintain and reliable.

UFO technology allows for greater grip and torsional rigidity on technical terrain with low weight and easy maintenance

Benefits

Oiz carbon Is a unique bike in its class that uses a rear suspension system without a pivot axis. The perfect combination of rigidity and flexibility of carbon fiber results in a suspension that is resistant to lateral and torsional loads, which handles uneven terrain well throughout the entire 85 mm of shock travel.

As a result:

An innovative suspension system that provides confident control of the bike on descents, effective pedaling on climbs, more comfort and less fatigue for the rider during long periods in the saddle.

SSN technology

SSN (Size Specific Nerve) is more than just a technology, it is a way of organizing work throughout the bicycle manufacturing process. At first this approach was used only for the development of models from the Orca line, but then we also began to use it for the Alma and Onix models.

Models from rulers are developed using SSN technology Orca, Alma, Onix and Opal

Formula for your needs

Each bike size is developed by us individually. Frame structure and stiffness are optimized relative to the rider's weight statistics at a given height. As a result, we get 5 (according to the number of sizes) individually designed and perfectly balanced frames.

AIZonE by Orbea

The AIZonE (Aerodynamic Investigation Zone) project was developed in conjunction with the San Diego Wind Tunnel (a wind tunnel located in the American city of San Diego) and allowed us to obtain many different data on the aerodynamics of bicycles and riders. This allowed us to improve the aerodynamic performance of the updated Orca by 14%. We were able to reduce the force of air drag and the result was a more stable and well-controlled bike.

Improved handling and stability by reducing clearances between the frame and the moving parts of the bike

Closing gaps between the frame and moving parts of the bike (such as the wheels) is key to reducing turbulence. It occurs as a result of the fact that during movement, the incoming air flow presses unevenly on the surface of the frame, components and the rider, forming vortexes. These eddies hit the protruding parts of the bike, slowing your forward movement.

Reducing the gaps between the tires and the frame surface minimizes the negative impact of the incident air flow. We designed our bikes with this principle in mind and ended up creating some of the most stable and well-controlled bikes on the market.

More speed thanks to the teardrop shape of the seat tube and post, inherited by the Orca from the Ordu series

Orbea engineers identified two key metrics for creating a fast bike: frame rigidity and aerodynamics. Both of these characteristics are important in order to create not only a fast bike, but also the most efficient pedaling. The first sign of this paradigm was the Ordu model, but later it was applied to the development of other lines.

The water drop has a perfect aerodynamic shape, which we used to design the headset and seat tube on Ordu bikes. We used our research data to redesign the seat tube and post on the Orca to create the fastest bike in the peloton.

Reduction of resistance to the oncoming air flow (grams):

• rear triangle: 14g
• seatpost clamp: 17g
• headset and fork: 15g
• seat tube and seat post: 10g
• down tube front triangle: 8 g

DCR technology

DCR is the route of cables and hydraulic lines along the shortest route.

We have created and patented an exclusive and much more efficient than existing analogs, hydraulic lines and cables routing system. The main principles in its development were simplicity and accuracy. We have made it so that the cables do not interfere with you while riding, placing them in special aerodynamic recesses on the sides of the upper (and on some models of the lower) tube.

Less service, more fun

• low maintenance system and more precise operation of brakes and switches;
• cable shirts are equipped with special plugs to prevent dirt from getting inside;
• goreRideOn coating reduces friction, extending the life of shirts and cables.

Fewer shirts, which means:

• reducing the length of the cables;
• reducing the total weight of the bike;
• no scuffs on the frame.

What does Dama mean?

Dama stands for a special technological approach to the manufacture of frames for women's bicycles. Women are fundamentally different in physique from men, so bicycles should be special for them. First of all, it is worth paying attention to the fact that, statistically, the weak half of humanity has longer legs and a shorter body than men.

We have changed the entire technological chain, from the selection of components and materials for the manufacture of frames and ending with the production process. Because the bike has to adapt to you, not the other way around.

Women have a special physique, so bicycles should be special for them too.

How is Orbea using data from multiple studies?

The dimensions of all tubes in the frames were reduced, with the exception of the steering tube. And the angle of inclination and location of the upper tube have been changed in such a way as to best match the features of the female anatomy. Orbea also uses specially designed components such as saddles and handlebars.

Saddles should be slightly shorter and wider than male models, and handlebars should be slightly narrower. Also, for tall representatives of the fairer sex, the size 46 was specially introduced. Previously, none of the manufacturers did this, and the riders had to spoil their fit and health by riding unsuitable bicycles. The introduction of technological solutions from the Dama series is another step towards meeting more complete satisfaction of all the wishes of cycling lovers.