You can also see the 1982 Shimano Dealer Catalogue here.
In 1984, Shimano introduced
As with any new product, once it was in regular use, minor problems came to light, and they were rectified in later versions. One of the risks of buying into a brand new system is that you are, to some extent, a guinea pig. All of the compatibility problems associated with older
Since the original
Derailers and Shifter Indexing
The major difference between
With the introduction of the 6−speed 600EX S.I.S. group, they changed the cable attachment on the rear derailer, so that the cable had to move farther per shift. This reduced cable tension, reduced the effects of cable misadjustment and friction, and generally made for a more forgiving system. All subsequent S.I.S. groups matched the travel of the 600EX, and the same geometry was adapted for 9−speed
Index Interchangeability Chart
|Dura-Ace 6-скоростной||6-скоростная||Dura-Ace 1984-96
6-, 7- или 8-скоростной
Или другой переключатель скоростей Shimano с альтернативной
|Другой 6-скоростной||6-скоростная||Лобой переключатель Shimano, начиная с 1997 года
Или любой переключатель SIS, кроме Dura-Ace до 1997 года
|Любой 10-скоростной||9-скоростная||Стандартный переключатель скоростей с альтернативной подводкой троса|
Alternate Cable Routing
If you need to use an older
Standard Cable Routing
Alternate Cable Routing
This alternate cable routing will also let you use a 10−speed shifter with a 9−speed cassette. This provides a convenient upgrade path.
Through 1989, Shimano cassette sprockets
The smallest sprocket on a Uniglide cassette was not splined, it was threaded. The threads of this sprocket would hold everything else together.
The only functional difference between
Left: Uniglide ®; Right: Hyperglide ®
In the 1990, Shimano introduced «Hyperglide» a new sprocket design that allows the chain to engage two adjacent sprockets simultaneously. It meshes with the new sprocket before it disengages from the old one. This results in smoother, quieter, faster shifting.
This is accomplished by shaping individual teeth differently on the same sprocket, and by forming ramps into the sides of the sprockets to facilitate downshifting.
Since the rotational position of the sprocket is critical to making Hyperglide work, threaded sprockets cannot be used. All sprockets in a Hyperglide cassette are splined, and a special lock ring screws into internal threads on the freehub body to hold the set together. For more details on Uniglide/Hyperglide see my general article on Shimanno Cassette
What To Do With An Old Dura-Ace 7- or 8−speed Uniglide Hub
Uniglide cassettes are no longer available. If you've
- Cheapest: Uniglide sprockets are basically symmetrical,
so if you have a worn-outcassette, you can flip the individual sprockets over. This will let you use the un-wornsides of the teeth.
This doesn't work for the smallest (threaded) sprocket, but does work for all of the others.
- Moderate: Hyperglide sprockets have one wider spline where they fit onto the Freehub body, as you can see above. If you grind this wide spline off, you can use any current Hyperglide sprockets or complete cassette, except, again for the smallest sprocket, which must be the special
- Best:You can replace the Freehub body with an 8−speed Hyperglide unit FW7403 as described below.
Freehub Body/Hub Shell Compatibility
The «Freehub body is the part the sprocket cassette mounts to. The Freehub body contains the ratchet mechanism that allows you to coast. For most purposes, the Freehub body is considered part of the hub itself, but, in fact, it is possible to remove it.
- 1996 and earlier (6−, 7- & 8−speed)
Dura-AceFreehubs require a threaded body, the aluminum hub shell has matching threads. This system is not interchangeable with anything else, but they are all interchangeable with one another, so you can upgrade from 6 or 7 speeds to 8 by installing an 8−speed body.
This is a rather expensive part, but if your wheel is in good shape, this can be worthwhile. With the new body, you'll be able to use any 8−, 9- or 10−speed cassette that doesn't include an 11 tooth sproket.
You'll need the special tool for this,
TL-FH10.If you buy the body from us, we'll lend you the tool, which is only needed for removing the old body.
- 1997 and later (9−speed)
Dura-AceFreehubs have a spline attachment between the Freehub body and the aluminum hub shell. These use a hollow 10 mm Allen bolt to hold the Freehub body to the shell. This same system is used for all non-Dura-AceFreehubs (with the exception of the Silent Clutch models.) 2004 Dura-Ace(10−speed) Freehubs were completely redsigned. The Freehub body is now attached to the axle, rather than to the shell. The purpose of this was to save weight and to have the pawls act at a larger radius.
Also in an effort to save weight,
the 2004 Dura-AceFreehub body is aluminum. Aluminum Freehub bodies from various other manufacturers have been a bit dodgy, because the material doesn't hold up well against the concentrated pressure of steel sprockets. For this model hub, Shimano raised the Freehub body splines to provide more secure engagement. As a result the 2004 Dura-AceFreehub won't fit older cassetes.
The new 10−speed cassettes, however, work fine on all 8- or 9−speed Hyperglide Freehubs.
10 Speed and Hollowtech II
For the 2004 Model year,
The new crankset uses the Hollowtech II design pioneered with last year's XTR group (also shared with 2004 XT and Saint).
This system has the bottom bracket spindle permanently attached to the right crank, and uses outboard bearings that actuall are located outside of the bottom bracket shell. This bearing placement permits the use of larger diameter bearings, and thus a larger diameter, hollow spindle. It effects a considerable weight reduction with a claimed increase in stiffness.
This system has since trickled down to several lower level Shimano groups. The bottom bracket parts of these are all interchangeable.
This design has also been copied by other manufacturers, including Truvativ, again using compatible bottom bracket bearing assemblies.
You see an example of this in the photo
To avoid this problem, Shimano has made the first change in their spline pattern since the introduction of Hyperglide in the late '80s.
As a result, it is not possible to install cassettes other than 10−speed models
The interchangeability issue only applies to that particular hub. The 10−speed cassettes will fit on any Shimano 8- or 9−speed Freehub with no problems.
The Ultegra 10−speed group introduced for the 2005 model year has no such limit for the standard hubs, but there is one Ultegra complete wheelset that shares this limitation.
Shown below are parts of two Ultegra 12−27 cassettes. The 10−speed version on the left is over 37 mm in maximum inside diameter, while the 9−speed version is only about 35 mm in maximum inside diameter.
Dura-Ace 7850 2008
For the 2008 Model year, Shimano introduced
Myth: If you have a 6 speed cluster, you need a 6 speed derailer.
Truth: No, the derailer itself doesn't care how many speeds there are. That's determined by the cluster and the shifter.
Dura-Ace6−, 7- & 8−speed derailers are interchangeable with one another. Non-Dura-Ace6−, 7−, 8- and 9−speed derailers are interchangeable with one another, and with Dura-Ace9- and 10−speed derailers.
Truth: No, all Shimano cassettes and freehubs with the same number of speeds use the same spacing, and index with any system configured for the same number of sprockets.
Truth: No, the only grain of truth in this is that for the old Uniglide systems, the smallest (threaded) sprocket used a smaller thread diameter
Type A & B Chainrings
Newer Superglide chainrings from Shimano use similar features to the rear Hyperglide system to improve front shifting. The outer rings have special shaped teeth here and there, called gates which make it easier for the chain to climb up. There are also steel pins rivetted into the sides of the larger rings to help the chain climb.
When this system is working as it shoud, the chain makes a very smooth transition from small to large chainring with no slippage. For this system to work as smoothly as it is designed to, the locations of the teeth on the smaller ring should be specifically placed with regard to the positions of the teeth of the larger ring.
This requires that the chainrings be used in matched sets. Shimano has two road sets, designated A and B.
- Set A uses a 42 tooth small ring, and a corresponding A type 53.
- Set B uses a 39 tooth small ring, and a choice of B type 52 or B type 53
Only Shimano is this fussy about chainwheel matching, and this is by no means mandatory. In particular, if your bike currently has an A set 53/42 and you decide you'd rather have a 39, this doesn't mean you need to replace the 53 as well. It will still shift, and shift well, just, perhaps, not quite as well as the designated set.
When the move from 8- to 9−speed took place, starting
Skating occurs when a narrow chain is used on a crankset intended for a somewhat wider chain. In downshifting, instead of the chain meshing properly with the teeth of the inner chainring,
The difference between 9−speed cranksets and older models is only in the inner chainring. The teeth on a 9−speed inner ring are slightly displaced to the right to better accommodate the slightly narrower chain.
Shimano will tell you you need to replace the inner ring when converting an older bike to 9−speed. Their lawyers say that covers them if your clumsy enough to hurt yourself due to skating and, besides, they make a nice profit selling the chainrings.
My advice is to not worry about this, and not to routinely replace the inner ring when upgrading to 9−speed. This type of skating is very rare, and mostly only happens if you're in top gear front and rear, then decide to downshift the front before downshifting the rear. There's no situation where this is a rational shifting sequence anyway.
For the 2002 model year, Shimano introduced a triple chainring crank
Unfortunately, the way Shimano chose to do this is rather
Instead of using a crankset with two sets of mounting holes, as with other modern triple sets, they have the 30 tooth chainring attach to the 39 tooth ring, rather than to the crank itself, in the manner of a Willow Triplizer or a TA conversion chainring. Oh, great, you say, so then you can retrofit the 39 onto other 130 BCD doubles! Well, no. Unlike the Willow and TA conversion rings,
But wait! It gets worse! Instead of using the standard 74 mm bolt circle for the 30 tooth chainring, as they do on all of their other road triples, Shimano has seen fit to create
I'm generally very supportive of Shimano, and often support them when they're attacked on the Internet, but I'm really dismayed by the very unfortunate direction they've