The stylish and sophisticated silver finish emphasized its sporty image. It featured a low-profile design to prevent the rider from being injured as a result of their ankle making contact with the crank arm during pedaling. It had all the mechanisms built into the hub, and offered stable braking force and control in any environment. Also, it pursued noise reduction and a comfortable operation feel. It was equipped with Optical Gear Display, which provides an at-a-glance view of the present gear position.
The dynamo generator incorporated into the hub achieved efficient power generation with low resistance. INTER-L was equipped with an illumination sensor and enabled the lamp to be automatically turned on when it was dark and to be automatically turned off when it was light. Although the name INTER-L later disappeared, various types of lamps for different uses are now available as the efficiency of the hub dynamo is further improved. Although internal geared hubs had been able to be operated easily even by users who were not accustomed to gears, the fact remained that shifting operation was troublesome.
To free riders from troublesome shifting operation and allow them to enjoy cycling comfortably, Shimano developed a speed-sensing automatic shifting system. This system was controlled by computer, enabling the rider to start pedaling easily since the bicycle returned to a low gear when stopped, and offered three modes from which the rider could choose according to his or her liking.
This enabled shifting without stopping pedaling as the rider traditionally had to. To further popularize the use of automatic shifting systems, Shimano incorporated the AUTO-D automatic shifting system into an internal 3-speed geared hub. Since it was powered by four alkaline size AA batteries, battery replacement could be easily done anywhere. Furthermore, it significantly reduced shock at the time of shifting and made the lever stroke short, achieving more comfortable riding.
It can be said that INTER-8, which was cleanly styled yet achieved 8 speeds with a wide gear ratio, created a new style of sporty bicycles. The automatic system comprised of automatic shifting, automatic suspension and automatic lighting functions represented a concept for high-end daily-use bicycles at that time. The hub dynamo self-generated electricity to power this system. With the total gear range wider than INTER-3, it achieved smooth shifting according to the situation. Furthermore, with each gear step being closer, it offered riders smooth shifting, making cycling more comfortable.
While bicycle traffic rules were being reviewed, Shimano developed a lamp named HILMO, which is always lit regardless of day or night, and offers light pedaling with an emphasis on increasing visibility from drivers. Compared to conventional lamps, light distribution has become wider and the body has become more compact.
This folding electric bike is super practical while the Shimano Nexus 7 speed gears offer low-maintenance performance and reliability. The step-through frame is easy to get on and off from and the Shimano Nexus 7 speed hub gearing provides enough gears for everyday city riding and gives low maintenance cycling! The Gates Belt Drive - no oil, no muck, no fuss. Here, a carbon fibre-reinforced rubber belt replaces the traditional steel chain. A Gates Belt Drive lasts around twice as long as a steel chain, it's much lighter, it won't stretch and it will never rust so you will never need to lube it.
The absence of oil means the belt doesn't attract dirt the way that even the best maintained steel chain can. Posted in: Accessories , Commuting , Reviews.
The speed is oil-lubricated. The page covering this hub gives more detail about this. I have drilled and tapped a Nexus 8-speed for a Sturmey-Archer oil cap, A reader, Albert van Dalen, suggests a simpler solution: drilling an oil hole in the hub shell and covering it with duct tape. See his Web page for advice. By changing the sprocket, you can raise or lower all of the gears at once.
A larger sprocket requires a longer chain. A worn chain will run poorly on a new sprocket. Most sprockets made for this system are "dished" so you can adjust the chainline by flipping the sprocket over. Because the shifter mechanism is between the right-side dropout and the sprocket, the chainline is desirably narrow in spite of the large overlocknut spacing of these hubs.
The sprocket is held in position by a spring circlip snap ring. The circlip can be pried off with a thin flat-blade screwdriver, and the sprocket can then be lifted off. The circlip snaps on, also most easily by levering it into position with a flat-blade screwdriver.
Sturmey-Archer circlips, made of round cross-section wire, are easier to install than the Shimano ones with a square cross-section. After re-installing the sprocket, it is a good idea to seat the circlip by going around it and tapping with a hammer and punch.
This is especially important with a coaster brake, which will become inoperative if the sprocket slips off. Gates carbon-fiber belt drive also is available for some Nexus and Alfine hubs. Alfine hubs have the Shimano CenterLock fitting, which accepts a proprietary Shimano disc brake rotor. Cable-operated and hydraulic disc brakes are available. The rotor diameter is mm, not the usual mm, raising issues of compatibility with non-Shimano caliper assemblies. The rotor is held in place by a lockring which is different from the one for Shimano cassettes, but can be installed and removed using the same tool, unless it is one with a pin to insert into a hollow axle.
Several brands of adapters for common 6-bolt rotors are available. Or you can leave the rotor off, install the supplied cover for the CenterLock fitting, and use a rim brake. Aftermarket adapters are available to fit a standard 6-bolt disc. Nexus 3, 4, 7- and 8-speed internal gear systems may incorporate all-weather braking systems.
They are available in two forms:. All of these systems, unlike rim brakes, are unimpaired by rain and snow, but they also have their limitations. A coaster brake can easily skid the rear wheel, but is hard to control and overheats on long downhill runs.
A Rollerbrake is easier to control but also may overheat. A disc brake requires a special fitting on the frame for the caliper assembly. See the separate articles on this site about disc brakes , coaster brakes and Rollerbrakes. Most Nexus 3-speed hubs are shifted using a bellcrank and pushrod, as described in the article about the 3-speed hubs. Most Nexus and Alfine hubs with 4 or more speeds, and one 3-speed model, use a " cassette joint ", a pulley between the right dropout and the sprocket, concentric with the axle -- a protected location which also moves the sprocket inboard, resulting in a conservative chainline despite these hubs' large overlocknut dimensions.
Some hubs use electrical "Di2" shifting, with a motor unit between the right-side dropout and sprocket. Cassette joint parts are the same for the 4- and 7-speed hubs; different for the 5 and 8-speed hubs; different again for the speed hubs.
See this document describing differences. The photo below shows cassette joint parts for a 5 or 8-speed hub, from left to right, the driver cap, cassette joint and cassette joint fixing ring. The speed hub also uses a driver cap; the 3, 4 and 7-speed hubs use none.
Do not lubricate the cassette joint. That makes it collect dirt and stick. The two parts easily pop apart for cleaning. No need to remove the little screws. Just gently pull. That makes it easy to clean the inside of the adjustment mark view window.
Thanks to Aaron Goss for this info! With most of the hubs which use a cassette joint, the cable is tightest in top gear; the speed hubs and the SG and SM 8-speed Alfine hubs pull the cable tightest in the lowest gear. The cable engages the pulley at the top instead of the bottom with these hubs, and the cassette joint looks like the one in the picture below.
Other than that, installation is similar to that of other cassette joints. The fixing ring turns clockwise to lock, same as with the others. Shifters are compatible with both types of cassette joints except that indications will read backwards 8 to 1 instread of 1 to 8 if you mix and match. The photos below show the steps in installation of the cassette joint on an 8-speed hub. Note: the cassette joint can be removed with the cable attached to it. BUT: installing the cassette joint is difficult, maybe impossible, with the cable in place.
Remove the cable if needed before installing the cassette joint. Install the cassette joint, then install tha cable -- see instructions below. The cassette joint fixing ring is installed so the yellow dots line up. Turn it clockwise to lock it. The motor unit for a hub with electrical shifting is installed with both the hub and the motor unit in first-gear position.
Dots at the right end of the hub should be aligned as shown. Shimano has a special tool to align them, but this can also be achieved with careful clockwise rotation of the two notches in the ring shown in gray, using an adjustable pin spanner.
The tabs in the motor unit should be aligned as shown in the next picture. If they are not, use the electrical shifter to shift the motor unit to first-gear position. There should be a rubber sealing ring just inside the indentation in the inner face of the motor unit. Install it if necessary. The smaller-diameter side faces inward. The motor unit can install either of two ways.
Either way is OK: you will rotate the axle when installing the wheel so the electrical connection faces forward. Place the motor unit over the end of the axle so that marks on it line up with marks on a spacer inboard of locknut B, as shown in the image below.
Rotate the motor unit clockwise to engage it with the axle assembly, and install locknut B, which secures the motor unit. The legend for the drawing in the manual reads:. Installation of this hub is already complicated enough!
The labels are corrected in the image below. Adjustment is made with the shifter in 4th gear for the 4, 7- and 8-speed hubs, 6th gear for the speed hub. On the right side of the hub, just outboard of the sprocket, there is the "cassette joint pulley" which the cable turns as the gears are changed. Next to this is the "cassette joint bracket" which is stationary. Both the pulley and the bracket have index marks, and gear adjustment is correct when the marks on the two parts align with the shifter in 4th gear 6th gear on the speed.
There are two sets of these marks, one on top, the other on the bottom. This lets you see one set of marks whether the bike is right-side up or upside down. This procedure is the same for the Nexus 4-, 7- and 8-speed hubs, using 4th gear as the reference. In the case of the 8-speed, however, the marks you need to line up are yellow, not red. Internal-gear hubs always require some system to prevent the axle from rotating, as it is used as part of the gear train. As with most other internal gear systems, Shimano uses tab washers that engage the dropout slots to keep the axle from turning.
File only the lower edge of the dropout slots, to avoid disturbing wheel alignment. You may check your work using an anti-rotation washer: if the tab of the washer fits, the axle will fit. Except with vertical dropouts, the tab should preferably face the closed end of the dropout slot, for better engagement. Because the shift cable linkage "cassette joint unit" in Shimano-speak is also keyed to the axle, there are different types of anti-rotation washers to fit different dropout angles.
The series is primarily aimed at the "comfort" market such as urban commuters and tourers, and as such is not made to withstand the rigours of off-road or mountain biking. The free-wheeling Nexus internal gear hubs are compatible with Shimano's "roller brake", its version of a drum brake ,    but not with the Shimano disc brakes used with the higher-end Shimano Alfine internal gear hubs.
In , Shimano rolled out its Nexus line of seven- and four-speed internal hubs. These had a new rotary actuator that did away with externally protruding gear shifting elements in the rear wheel. Also, the gear units were able to be shifted under moderate pedaling loads. Shimano had manufactured three speed hubs prior to that, and these hubs were at that point re-branded Nexus.
In the early s the 8-speed Nexus hub gear was introduced, having two stepped planetary series mounted downstream of each other. The hub was operated with a twist shifter. By November , The Nexus range came in several ranges Inter 3, Inter 7 and Inter 8 providing 3, 7 and 8 speed models respectively. It weighs grams stripped in its basic version without built-in brake.
Other versions include coaster, roller or disk brake. Auto 3 - The hub is fitted with a 3 speed automatic gear system, which utilizes a front hub dynamo to power a CPU that automatically changes the three speed internally geared hub. A similar system was built for the nexus 4. It only geared up, so a relatively large rear sprocket was necessary to give a reasonable development when combined with a normal front sprocket.
Inter 5 - Apparently in Shimano has started making Nexus Inter 5 hubs. A forum discussion  contains a link to one  of two  parts lists at Shimano. Range reportedly 0.
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The NEXUS 8-speed system delivers a high level of design, quality and function. Many technical advances have been achieved, like incorporating SHIMANO's unique. INTER-3 Series. VIEW ALL PRODUCTS. Select Category. Shifting Lever; Internal Geared Hub; Bottom Bracket; Front Hub (Roller Brake); Head Parts. The series was named SHIMANO NEXUS, expressing connection and association. To use bicycles efficiently as daily tools both on weekdays and weekends, it is.