Introducing the new LDG Compound Cog Mar 29, 2012

This is an interesting design from LDG:

“We took a different approach to traditional cog design and started thinking out the box. The outer teeth are CNC’d from 7075-T6 heat-treated aluminum and mechanically fastened through six stainless steel, and two brass pins, to the body. The body is sculpted from a solid piece of stainless steel and precision crafted to house the outside teeth. The amount of precision it takes to pin the outer cog to the body meant that we had to machine all facets of the material to ensure the pins would properly seat. The outside cog was anodized black and then further machined for a two-tone look.

The first production run of 15T will be available soon, followed by a release of the 16T, 17T and 18T sizes shortly after. Pricing will be set at $59.99 each.”

I feel like companies come out with versions on this design every few years but this one takes an interesting approach. Thoughts?

  • Gob

    This is like breaking out a Miller tig-welder, your welding shield, and a protective shirt to light the candles on your 2-year old child’s birthday cake.

    • The bike shop stripped my track hub and I’ve been riding a Suicide hub ever since Peru showed me how to make one.  (Locked Cog on Freewheel side of hub with BB lockring glued with RED locktite)

      So I gotta disagree, that design is pretty badass.

      You must consider also that the rear hub is the smallest point on the bike where the most power is transferred.  If any area on a bike should be over engineered it’s this one.

      Also watch Ninja Cats, they destroy that shit

  • Dave

    Great idea but the Miche track cog and carrier are pretty much the same and is less than half the price

  • tommaso

    What problem are they’re trying to solve with this design? They’re still using the same lockring and standard track hub setup, so what are the advantages? I hope they’re not trying to save weight in the cog. It sounds like they’re just adding unnecessary complexity to the most critical, load-bearing piece of the drivetrain.

  • ZianStudios

    Honestly, what’s the point?

  • col

    If they could eliminate threading on both the cog and the lockring, then they would have something. It would mean no more stripped out hubs. I cant tell from this post if the lock rings need to be threaded or not. 

  • Personally, I’d rather see companies develop fixed drivers than overly-complicated, proprietary systems like this. The Volume hub is the easiest way to handle simple driver swaps.

  • G1ngerk1d

    I don’t get it

  • tommaso

    It sounds like the real question is threaded vs. bolt-on/splined cogs. The traditional threaded cog & lockring setup comes from the need to
    swap out cogs quickly between track races. The obvious disadvantages are thread wear on your aluminum hub body, and stuck cogs, which can require a vice grip to remove. As for thread wear, I always go for fixed-fixed hubs, so that I can run 2 different cogs and flip the wheel depending on riding conditions.

  • Coccyx

    The owners of this company don’t ride bikes and they clearly don’t know what they’re doing. Impressing everyone with a big vocabulary and over engineered parts is dumb. Dura ace for life

  • pocketfullofaugerchips

    So the brass pins are to rivet the threaded body to the cog itself? Why? Rivets are not reusable. This is a poor design. This designer has introduced additional tolerances (and play), additional pieces, and has actually reduced the strength of the component. As an engineer, I’d probably get fired if I did something like this at my job. Keep It Simple Stupid.

    • pocketfullofaugerchips

      Oh wait, I was wrong. The brass pins aren’t rivets. They’re just for looks. It’s actually a worse design than I originally thought.

  • Tom

    White industries splined track hub for life! USA!

  • Jake Ricker

    I don’t get it…

  • DrugFree

    The resist contact hub will be the way forward, at least on the fgfs side of things. 

    Threaded cogs just strip if your riding on street. There’s far to much strain on it when your constantly stopping and starting and skiding. 

  • Richard Smith

    I really don’t understand what this brings to the table. Perhaps I’m just a bit slow today but can anybody explain to me what are the supposed benefits of this setup?

  • Guest

    hilariously poor response to this, and theyre 100% right.