Articles of Interest

MERIDA - SECOND LARGEST MANUFACTURER IN THE WORLD

Stiffness and comfort
Hydro forming system
Techno forming system
The Holy Grail of Rear Suspension
Robot welding
Carbon
ROAD - Compact Geometry
Magnesium

Research & Development

At Merida, R & D is serious business, with $millions already invested, they continue to increase funding with regards to research and development efforts. Only through intensive R & D, Merida can achieve its goal of bringing the best bike available to the consumer.

Overcoming the challenges of producing a quality magnesium frame was quite difficult. Equally as challenging was developing a frame that would satisfy the end user. To assist in this process Merida enlisted the help of World Cup and Olympic riders from across Europe. Their testing and feedback was critical to the overall development of the new magnesium lightweight series and innovative LRS design.

Highest standards

With new design, material and production technology, Merida is proud to apply the same methods and technologies as the automotive industry. Merida was the first company to be awarded the ISO 9002 certificate in Taiwan!

Moreover, Merida prides itself on the use of all modern R & D and production processes like TQM (Total Quality Management), Auto - CAD, FEM analysis, CNC, as well as rigorous testing of all parts and complete bikes with special machines, in order to guarantee the quality level Merida aspires to. Quality Assurance and highest standards in product testing are applied to all new parts, components and completed bikes.

Before any product is officially approved and accepted by Merida it must first pass extensive testing and rigorous analysis. The following machinery and testing methods are applied:

- Frame enduance
- Micostructure analysis
- Metal hardness
- Environmental simulation

are but a few.

High lateral frame stifnessand vertical comfort in one frame - impossible? read on.

The profile and cross-section of their FLEX-STAY seat and chain-stays follow the basic idea of a flat-sping. In combination with this shape, a specific high-tech compound allows the rear-stays to bend up and down, to absorb vertical forces.

When you imagine the axle of the rear-wheel being a fixed point, the complete main-triangle including seat-tube and bottom bracket can follow vertical impacts, while the FLEX-STAYS bend as a kind of flexible link in between the drop-out and the main-frame.

This gives a few millimetres of travel, but Merida don't call it real rear-suspension - however everyone can notice the positive benefit of excellent vibration absorbance on high frequency bumps, like those found on a rough road-surface or gravel.

Beside the special shape of the stay's cross-sections, the FLEX-STAY composite structure uses high-tech fibres VECTRAN and SPECTRA, which help as well to absorb vibration.

As a result, the rear-wheel of their new carbon-frames keeps the rear wheel more stable and predictable in its handling than any conventional frame.

Less rider fatigue and a straighter driving-line - thanks to FLEX-STAY.

Hydro forming system

A little while ago, Merida introduced HFS (Hydraulic Forming System) technology to shape the alloy-frames of their upper class bikes.

HFS alloy tubes are formed by the force of hot oil at extremely high hydraulic pressure inside the tubes, pushing out against solid steel moulds, to create the external tube-design.

Whilst sounding simple it isn't at all! It takes up to 12 different stages to form a basic tube into the final HFS-shape.

Thanks to HFS, Merida are able to vary the wall-thicknesses, crosssections and external shape of an aluminium-tube all at the same time. This enables them to create an enormous range of 3-dimensional design; Lightweight, highly durable frames with an individual appearance can be achieved in perfect harmony.

In 2005, Merida started to combine their new alloy PROLITE 66 with the HFS-manufacturing. Now, the third generation arrives with the new MATTS HFS-frames and a new top of the line HFS road-frame

How good is it? The new MATTS HFS-MTB-frame weighs less than 1,500 grams (size 18") with extremely high stiffness and enormous fatigue strength - as additional 'goodies', the MATTS HFS gets some visual details like the 3-D bridge between the seat-stays and new superlight drop-outs. Not only better performance but aethehetically more pleasing as well.

The new HFS road-frame takes the design form of the top-of-the-line SCULTURA Carbon-frame and uses:- internal cable routing, the lug-style edges on the top-tube and down-tube, smooth welding lines and carbon seat-stays.

Techno Forming System

The 2006 MERIDA MATTS Sport frames have TFS formed maintubes. Thanks to their years of experience working with aluminium, the Techno Forming System allows Merida to arrive at similar, external tube designs as a HFS-tube; through a mechanical forming process. The key difference between HFS and TFS is that the parallel change of external shape AND wall-thickness is not possible with TFS.

A 2006 mid-range MATTS Sport MTB frame with TFS shaped tubes looks almost identical when compared with a 2005 HFS-frame, although the weight will not be quite so low.

MATTS Sport frames don't just have the race proven MERIDA shape of the main-tubes, but also 3-D forged drop-outs, new oval shaped chain-stays and the super-stiff egg-shape head-tube.

This means: An attractive package of real upper-class features for midrange money.

The Holy Grail of Rear Suspension

Light, long travel, easy to maintain, simple to tune, zero 'bob' when climbing or sprinting, mess up the handling or make the bike hard to carry. Merida gave you LRS, the answer to your prayers.

Working closely with German MTB meisters Centurion and Bergwerk, Meida have created the perfect bike for cross-country riders with their revolutionary Low Ratio Suspension (LRS) system, featuring: Highly responsive, long travel, low pressure suspension, less 'bob', simple set up, low maintenance and reduced shock and frame fatigue.

Why choose Merida L.R.S.

Enough blurb, what does it do? 'Low Ratio Suspension' means the relationship (ratio) between the wheel travel and the shock stroke is the same (1:1). If the rear wheel moves 2cm, the LRS shock shaft is driven 2cm. 'High ratio' designs, between 2:1 and 3.5:1. require higher shock pressure, giving poor performance and excessive force on the frame, reducing the life expectancy of both.

I-Link ( The intelligent linkage )

The LRS shock is attached rear of the seat tube by the pivoting I-Link and maintains a static relationship to the frame, isolating it from pedaling or body input, reacting only the bumps in the ground and freeing it from destructive bending and twisting forces.

The advantages of the Merida L.R.S. frame

1) Conventional 'double diamond' frame layout makes the bike easy to shoulder
2) Twin bottle cage mounts in the traditional seat and down tube positions
3) Full insertion of the seat post is possible
4) High resistance to lateral and torque forces.
5) Low weight (66 prolite alloy version is less than 2400g w/o shock), the Mission Carbon has just 2.050 grams of weight
without shock)
6) The Mission XC-series offers 90mm of travel, the All-Mountain Trans- Mission series 120mm of 100% effective rear-wheel travel
7) Spherical bearings inside the shock eliminate all lateral forces from the shock.

The L.R.S. frame design

The L.R.S. frame has a one pivot design with a multiple seatstay linkage. There is no disadvantage, compared to a bike with a Horst-link in front of the drop-out, because
1. the overall travel will be limited (at 75 mm rear-wheel travel, the rear-axle's movement is almost identic, when you compare a Horst-link bike with a regular one pivot bike)
2. one pivot designs already have a solid reputation in the market (Cannondale, Rocky Mountain, Scott, Votec, Rotwild ...). The discussion about the perfect pivot location is no longer an issue.
3. the LRS rear-section offers no additional progression, thanks to there being no change to the rear shock angle during the full range of rear-wheel travel.

Major rider advantages

1. As a result of the low air-pressure in the LRS air-spring, there will be no need to use an expensive, high pressure pump. The air setup can be arranged with a standard pump with a presta valve fitting. For changes during the ride, even a mini-pump would be sufficient.
2. Due to the construction of the air chamber, the shock can be used for a long time without an unexpected change in the spring-rate due to lose of air during the ride. Therefore, the need for readjusting the shock will be reduced to a minimum.
3. Because of the hard chrome plated piston-rod with its smooth surface, hard-anodized coating of the air chamber and a permanent lubication of all moving parts of the shock inside an oil bath, the LRS rear shock will offer a longer life than other existing air shocks designed for bicycles.
4. Thanks to the use of sealed ball bearings at all pivots and linkages, the rear-section will maintain its smooth operation and will survive extreme elements from winters with water, mud, salt and ice to summers with heat and dust.

Why is the shock on the left side?

An asymmetric installation of the rear-shock had been a need, because the long LRS-shock won't fit into the frame's center, without conflicting with important tasks of the frames construction.

The LRS rear-shock is located at the left side of the rear-stays, because - at the right side, there is already the whole transmission train with front-derailleur, rear-derailleur and the chain.- as a result, the weight-proportion around the bike's length-axle had been optimized. - by doing so, the optical harmony of the bike will be recovered.

Is 65mm - 80mm of travel enough

Yes. Firstly the riders of the target audience hate the feeling of losing power during their active ride and secondly the stable shock angle offers more useable travel than it seems.

How much pressure does the L.R.S. shock need?

Without the coil between 6-10 bar. With the coil, between 3-6 bar. You'll find all this information and tuning tips in their owner's manual.

Why does the LRS shock work without a lockout?

A lockout is completely unnecessary. Because of the low ratio (1:1) and the long regulation travel of the LRS shock, the bob is minimized. A lockout is always a mechanical part of the shock which is pretty temperamental. If you use the lockout for hard climbings on a forest path, the good traction, which is one of the main advantages of a full-suspension bike, is gone and you ride a 'hardtail'... - solving this problem was one goal of Merida's R&D department.

Who was the L.R.S system designed for?

A Low Ratio Bike is the perfekt choice for everybody who's looking for a high-quality lightweight, secure and comfortable marathon, race and touring full-suspension bike. Sabine Spitz, Germanys most popular XC biker won her first XC World Cup in Vancouver on a Merida XC Mission Elite.

Robot welding - a few facts

When you buy a frame, how can you tell the quality of the welding beneath the paint? Merida have taken the guesswork away with Robotweld technology, every weld on every frame is perfect and guaranteed.

Merida developed the ultimate way to manufacture Magnesium framed bicycles and whilst human hands are superb, the Merida's Advanced Tigwelding Technology System (MATTS) method never tires, never has an 'off day' and has no concept of a Friday afternoon.

MATTS is consistently more reliable and their extensive inhouse testing conclusively proves that manufacturing frames using their computer controlled 'Robot-welded' system continually produces more accurate, reliable frames. That means you're much less likely to ever have a problem with your bike, which is comforting to know.

MATTS doesn't only just improve the accuracy and efficiency of frame production. Both magnesium and aluminium frames
produced using the Merida Robotwelded process, are, in tests, proven to have greater strength and withstand more force, than frames constructed using traditional hand-welded methods. It is more durable and stronger., sound too good to be true, except it is.

Stiffness to weight - the magic carpet ride

Building the ultimate bicycle frame doesn't come from supercomputers crunching numbers, it's an art that is sensed. Merida blend tubes, each uniquely profiled and suited to their location within the frame, maximising the weight, stiffness and strength in every frame made.

It isn't hard for any skilled TIG welder to create a 1000 gram super light road-frame. Unfortunately, such a frame will only ever be one thing: Light weight.

The price you pay with most 'by the numbers' feather light frames is flexibility; flexing under load, soaking up power instead of being converted into drive. On descents they noodle from bump to bump, and precise cornering is next to impossible. In fact, once you've tried one, your desire for extreme light weight quickly passes. Super-stiff frames also suffer, with excessive material, big wall-thicknesses and huge tube diameters used making such frames heavy, and totally unresponsive to your input.

The real art of frame building, and believe Merida, it IS an art, is the ability to combine lightweight AND stiffness at levels suitable for the frames end use, this is called the Stiffness to Weight (STW) ratio. Frames with an optimum STW-ratio represent the leading edge of frame technology and give you the ultimate performance out on the road.

Blending speed and durability

Merida's R&D department is obsessed with stiffness to weight ratios and building the fastest, best handling frame with unmatched power delivery, inspiring total confidence.

Merida's delivery of optimum STW underlines their total technical competence and experience. That is why they embrace the latest technology, like Shotgun and HFS and unique tube cross-sections and ultra-modern welding techniques, to give you worlds best riding bikes.

For high end frames - there is no real alternative to carbon

No other construction material allows Merida to make frames that are so light, yet at the same time incredibly long-lasting and super-stiff.

The latest frames made of carbon composite are setting new standards for high-performance bicycles. They beat some unbelieveable borders in weight and stiffness, which aren't possible to achieve with any kind of metal.

It's no surprise that nowadays, the whole professional race circuit uses carbon frames. In road-racing carbon usage has been increasing for many, but now also off road, more and more XC-racers change to carbon.

Whether you are on-road or off-road

All of Merida's 2nd generation Carbon-frames are manufactured as a carbon monocoque with completely seamless maintriangle. This extravagant production process requires big and expensive tools and moulds, but allows them to expand the boundaries of attractive product design and to perfect technical characteristics.

The combination of bike know-how from the global MERIDA brand, plus decades of experience manufacturing carbon sports goods and bike frames by their production-partner Advanced Int., gives a perfect cooperation.

Result: Even though it's just Merida second season offering carbon frames, Merida are able to increase the performance of Merida's beautiful carbon products significantly.

The best example of these improvements is the 2nd generation of merida's MTB "EVO" hardtail. The aesthetical shape of the 2005 main-triangle is almost unchanged, but several internal details and the complete rear-section are completely re-designed. A weight reduction of approximately 300 grams, combined with a 15% increased BB-stiffness delivers a clear message.

You can learn more about the concept and function of the incredible FLEX-STAY seat- and chainstays in the following pages.

So it is no wonder the pro-racers of Merida's MUTIVAN MERIDA BIKING TEAM don't want to get off their new carbon bikes at the end of their training.

The Mission Carbon full-suspension frame also benefits from several improvements. Thanks to some internal details, like
modified alloy inserts and carbon-structure, the weight of the carbon main-triangle is reduced by approximately 175 Grams. With it, the Mission Carbon 2006 becomes one of the lightest, but completely race-proven four-link XC suspension designs in the world.

Merida's brand new designed Scultura road frame is combining the flowing elegance of a new age carbon monocoque frame with the classic style-elements of a brazed steel-frame from the golden age.

This challenging style-combination is complimented by useful, but at the same time aesthetical frame-details: Slim where it is allowed, oversized where it makes sense. Attractive and functional are the completely internal cable routing for shifting and brake-cables.

The Scultura also uses the revolutionary FLEX-STAY technology to achieve a STW (Stiffness to Weight) factor of 75 with a frameweight below 1.1 kilogram. This performance shows that the Scultura competes at the formula one level of carbon road-frames.

Lighter, stiffer and more beautiful

Compact Geometry is the hot new fashion in road racing frame design, and like good fashion statements look stunning.

However, compact geometry has solid performance benefits of smaller, stiffer, lighter frames, making you faster and better looking.

The 'feel' of any bike is largely down to it's centre of gravity, wheelbase measurement and individual steering geometry (the net result of front wheel radius, the head tube angle and the fork rake). Bikes must ride correctly, but also maximise your comfort and power delivery through the correct relationship between the crucial contact areas; The relation between saddle and bottom bracket, and the distance between the saddle and the handlebar grip positions. There is no set geometry to for perfect handling, so many frames look quite different, even if they handle similarly.

The benfits of the compact frame

Many manufacturers, offer a wide choice of frame sizes, down to 1cm increments. This is possible only with premium price frames from small workshops whose customers are prepared for high costs and long lead times.

This is impressive, but unnecessary, complicated and expensive, offering little real improvement in end performance and poor value to you the consumer.

Regular geometry
Merida's sloping top tube 'Road Compact Geometry' frames are designed to meet riders physical demands, and Merida offer them in sizes from 48cm up to 64cm - covering 95% of body sizes, in four sizes; small, medium, large and extra large. Fine fit is achieved with seat posts and stems.

Merida's Road Compact Geometry frames are lighter, as less metal is used, and stiffer a stiffer thanks to the smaller triangles. Last, but by no means least, their compact geometry frames with their slightly sloping top tubes, look the business too, and let's be brutally honest, that's pretty important.

Advantages of powder coating

- good scratch-resistance
- excellent exterior durability
- high chemical resistance
- environmentally friendly

As one of the world's leading manufacturer of quality bikes Merida are committed to offer their customers innovative and efficient coating solutions. Merida's powder coating system is designed to meet the needs of high demanding applications. E.g. super-durable weather resistance, high gloss, ultra smooth surface flow and scratch-resistance. The very good flow, the smooth surface and the high degree of gloss are clear visual advantages. Moreover, they are characterized by a high degree of scratch resistance and good resistance of weathering and chemicals. Their powder coatings are available as clear coats as well as in a wide range of pigmented colors.

Magnesium - the 'ultimate metal' frame

In terms of weight, magnesium is by far the lightest known construction metal.

Ten years ago, it was aluminium, which took the place of steel for quality bicycle frames. Now time is right for the next step in material evolution. Magnesium has the lowest density of any structural metal, being 1.738 g / cm3. (See below a comparison chart). Combine this with its excellent mechanical properties and you have a material suitable for many applications. Bicycles being just one of them.

Relative weight comparison

Magnesium ( 23 ), Aluminium ( 35 ), Titanium ( 58 ), Cro-Mo ( 90 ) and Steel ( 100 ) per 100 mm2

Strength uncompromised

The highest strength to weight ratio.
Relative strength of tubes of equal weight - Mg>Al>Ti>Cr-Mo. Magnesium has the highest relative strength. This characteristic allows Merida Bikes to have superior tube sizes and shapes to produce real oversize frames with zero flex.

Magnesium Aluminium at 5.000 psi 25 % 1 %

at 15.000 psi 53 % 4 %

Form follows function...

To be prepared for the extreme forces common in offroad - mountainbiking, Merida's engineers constantly work on the improvement of stability and optimal stress distribution through various frame materials, geometries and tubing architectures.

Merida's Advanced Shotgun tubing technology along with its TIG -Welding Technology System, used in the production of Merida aluminium bikes, is now being applied to Merida's Magnesium lightweight series. The all - important aspect of a tube section is its ability to disperse and absorb the stresses placed upon it from riding.

- Optimal stress distribution over a large surface
- Reduced wall thickness
- Weight reduction - another 20% compared to a standard aluminium frame

Standard Tubing Shotgun Tubing

Tube Diameter 55/29 mm 54/43 mm

Tube Length 60 cm 60 cm

Weight 288 g 233 g

Stress dispersion

As can be seen from the drawings below, the all-important aspect of a tube section is its ability to disperse and absorb the stresses placed upon it from riding.

(A) Oval Tube: Stress absorbed in the vertical plain is distributed solely through the lateral sides of the tube and requires a minimum wall thickness of 2 mm.

(B) Shotgun Tube: The new curvature is effectively two smaller diameter tubes which results in the lateral stress being dispersed throughout both sides allowing the wall thickness to be reduced to 1.4 mm.

Finally ... our relationship with Merida

Our latest partnership is with a geuine manufacturer Merida. They have recently shown superiority in all aspects of manufacturing, in particular Magnesium Diecasting. The main magesium facilities are 12 sets of hot chamber die-casting machines.

Another 12 sets will be installed in development phase 2. Merida has plenty of experience in metal machining processes from its motorcycle and bicycle production in the past 3 decades. Merida is also the first company in the world to develop the aluminum robot TIG welding technology. Furthermore, professional Pro-E/CAD/CAM design systems were all installed to enhance Merida's design capability.

With the above advantages, Merida is able to respond quickly to the customers' needs in quality assurance, on-time delivery and excellent service on industrial design, mold opening, tooling design, sampling, and production testing.

Hot-chamber magnesium diecasting machine
The Twin-Oven diecasting machine assures better and consistent quality due to stable temperature in the diecasting oven.

Tapping center machines
Precise tapping center machines quickly complete the process of cutting, drilling, and threading, achieving the usual high consistent product. Currently, there are 24 sets of tapping center machines in the factory with another 24 to be installed in the implementation of phase 2.

Chemical surface treatment
In the Merida factory, surface treatment is consistent with a pollution-free no-chromate environment. After treatment, the notebook computer tetsing can provide better protection for the components inside and make the whole product more competitive.

Robot painting system
The robot painting facility offers a superior paint job. The paint is spread evenly and consistently on all surfaces resulting in truly excellent quality.