2017 Leonardi Catalog

August 22, 2016

2017 Leonardi Catalog

The new 2017 products are amazing and we can´t wait to introduce them into our shop.

If you didn´t check the new catalog yet, click here to discover it!!

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May 31, 2016


The bike world has been thrown into uproar once again with the entrance of yet another new standard. What is it, you ask? Boost! You first heard about Boost when we reported on Trek’s new line. Back then it seemed like it was just a new standard for your rear axle, but now even Fox and SRAM/RockShox are opting for wider hubs on front wheels, and Boost seems to be making its mark on the entire mountain bike setup. We’ve found out what’s behind this new technology and where it might lead. 

We first heard about the new Boost 148 standard at the presentation for Trek’s 2015 models.
We first heard about the new Boost 148 standard at the presentation for Trek’s 2015 models.

Granted, it might seem minor; the Boost 148 is just three millimetres wider on each side than the current widespread and established 142m standard. But these precious millimetres change much more than just the width of your axles. When the rear spacing grew from 135mm to 142mm a few years ago, they were just widened and as a rider it wasn’t an issue to upgrade your wheels to the new standard with a conversion kit. However, it’s a different story with the Boost! The extra six millimetres on the rear hub, and the extra 10 mm on the front hub, have been added to give a greater flange offset. While this offers certain advantages, it does affect the position of your disc brakes and cassette, and mean that you’ll need specific forks and cranks – or at least specially altered Spider/chain rings. 

The advantages of Boost

One advantage of the now wider axle standard is glaringly obvious: given the wider hub flange, and the stronger spoke-bracing angle, the stiffness and stability of the wheel is massively enhanced. According to stats from the manufacturers, a 29″ rear wheel with a 148mm hub has the same stiffness as a 27.5″ wheel with a 142mm hub. But, as SRAM promise, Boost brings yet more advantages:

  • The increased stiffness results in more effective and more precise bike handling.
  • Given the wider rear wheel, a shorter chain stay can be used.
  • Suspension pivots can be placed wider apart and therefore stiffer.
  • The wider rear hub offers you a bigger choice when it comes to chainrings. 
  • And finally, Boost improves clearance on the forks and the rear.

The compatibility of the Boost 148 rear wheels and crankset.

As we’ve already mentioned, the Boost system alters the position of the cassette, which results in a change in the chainline. To guarantee the same drivetrain performance, Boost compatible cranks are absolutely necessary, or directly mount the Boost-specific chainring Spider. This offsets the drivetrain by 3mm to equalize the cassette’s movement. The cranks’ Q factor remains unaffected, as too do the axle and bearings.

Die Grafik verdeutlicht die Positionsänderung der Kassette und die damit nötige Überarbeitung der Kurbel bzw. des Kettenblatts.
This illustrates how the cassette’s position is impacted, and the necessary adjustments to the cranks and the chainring.
Der neue Boost-Standard ist ein Gesamtsystem und erfordert neben dem passenden Rahmen die richtige Nabe und Kurbel.
The new Boost standard is a complete system that demands the right hubs and crankset, or a Boost-specific chainring spider.
Standard-Kurbeln können nicht mit Boost -Naben kombiniert werden und umgekehrt.
Standard cranks can’t be fitted with the Boost hubset – and vice versa.

Boost 110 at the front 

As the advantages of the wider spoke flanges are obvious, and more and more companies are dedicating their time to plus-size bikes, it is only natural that their thoughts turned to front wheel axles to create room for bigger tyres, thereby increasing stiffness. With the front hub flanges moved out, the hub becomes 5mm wider on each side. According to SRAM, a 29″ wheel with 110 x 15mm thru axle will have the same stiffness as a comparable 26″ model with 100 x 15 mm axle. Pretty impressive!

Der neue Boost 110 Standard am Vorderrad.
The new Boost 110 standard at the front.

Of course, to accommodate the wider hubs, the broader the casting of the forks has to be, just like Fox and RockShox are set to launch soon. However, it won’t be possible to use spacers to alter the 100 x 15 mm hubs, as the disc brake rotor also undergoes a shift in its position. 

Riders often recoil from new standards like the plague. But one thing is for sure – without these new standards and advancements, cycling wouldn’t be what it is today. We’d probably still be riding with caliper brakes and rigid forks – let alone thinking about dropper seatposts. So, from this perspective, new developments should be seen in a positive light! Simon Cittati (Brand Communication Manager at RockShox) reassured us that with these new Boost-compatible components SRAM/RockShoxare giving bike manufacturers the opportunity to create the best possible bike, while making sure that components are still made available for the old standards. “We’re even still offering a 26″ Pike,” he said in our interview. At the end of the day it’s the customer at the till who decides whether or not Boost becomes the next generation – in our eyes, there’s no reason for it not to!

Words: Christoph Bayer | Pictures: Robin Schmitt, PR SRAM

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January 11, 2016

Le Novitá della gamma 2016 - Leonardi Factory


Leonardi Factory nel catalogo 2016 presenta numerose novità, nuove corone, reggisella, manubrio e tante altre cose.






La guarnitura Capo, disponibile sia con corona singola (S) che doppia (D), apparentemente resta uguale a quelle del 2015 in realtà è cambiata la lavorazione effettuata sulle pedivelle (170, 172,5, 175mm) in alluminio 7075 T6, che mantengono lo stesso peso ma sono stati aumentati rigidità e fattore Q (distanza tra i piani di rotazione delle 2 pedivelle della guarnitura).


Ricordiamo che questa guarnitura è compatibile con movimenti centrali BB30/92 con spider dotati di girobulloni 104mm/76mm (singola), con corone doppie 38/24 o 36/22 con girobulloni 64/104mm  e con corone spiderless (singola). Nella versione singola con girobulloni 104mm, e corona con 32 denti, la guarnitura Capo S pesa 565 grammi e costa 549,00 euro.







Materiale: Alluminio 7076 T6

Compatibile: SRAM XX1, X1, X01con spider estraibile, Leonardi Capo, Cannondale Hollowgram, Rotor R1, R2

Tipo: No Drop

Catena: 10/11 velocità

Corona con: 28, 30, 32, 34 denti

Opzioni: Una con offset 0 per movimenti centrali BB30, l'altra con offset 6 per movimenti centrali GXP. Sono pensate per dare l'opportunità al cliente di scegliere il proprio fattore Q e correggere la linea catena.

Peso: 32 grammi

Prezzo: 69,00 euro






Materiale: Alluminio 7076 T6

Forma: Ovale

Compatibile: Guarniture Leonardi Capo, Cannondale Hollowgram, Rotor R1 e R2, SRAM XX1, X1, X01 con spider estraibile

Tipo: No Drop

Catena: 10/11 velocità

Corona con: 28, 30, 32, 34 denti

Peso: 32 grammi

Prezzo: 79,00 euro



CORONA TRACK 76 /94 / 96



Le corone ovali Trak che erano già disponibili per girobulloni (BCD) da 104mm arrivano anche nelle versioni da 76, 94 e 96mm.


Materiale: Alluminio 7075 T6

Forma: Ovale

BDC (girobulloni) 76/94/96/104

Catena: 10/11 velocità

Corona con: 28,30, 32, 34 denti

Peso: 32 gr. (30t)

Prezzo: 69,00




Pacco pignone in alluminio 7076 T6, con 42 denti per la cassetta SRAM XX1. Quest'ultima è fatta interamente in acciaio tranne il grosso pignone da 42 che è in lega di alluminio montato a pressione sul resto del pacco. Anche se meno stressato essendo in alluminio, spesso è il primo ad usurarsi. Dal momento che SRAM non lo fornisce come ricambio singolo, ci ha pensato quindi Leonardi. Lulu non è una modifica o un upgrade ad un pacco pignoni (che in tanti fanno) ma in pratica un ricambio vero e proprio.


Prezzo 55,00 euro.






Materiale: Carbonio, con rinforzo in kevlar, fatto a mano in Italia

Dimensioni: 740mm

Inclinazione: 6°

Colore: Nero


Peso: 118 grammi

Prezzo: 189,00 euro







Materiale: Testa in alluminio, tubo sella in carbonio con parte centrale rinforzata in carbonio

Regolazione: Micrometrica a doppia vite (da -5° a +29° di inclinazione)

Dimensioni: 500mm / 0°

Colore: Nero

Peso: 185 grammi (400mm)

Prezzo: 119,00 euro





Tubo OPI studiato per chi ha la forcella Cannondale Lefty. Realizzato in alluminio è fornito con spessori per misure S, M, L, XL. Prezzo 49,00 euro.


Tutte le info su:

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Leonardi Factory unveils General Lee 11-speed cassette

January 05, 2016

Leonardi Factory unveils General Lee 11-speed cassette

New cassette offers 9-42t gearing and XD compatibility

Italian component manufacturer Leonardi has released details of its latest product, an 11-speed cassette boasting an expansive 9-42t range. 

Leonardi already offers its wide-range General Lee cassette in a 10-speed version as well as a wide-range expander kit. This latest addition to the line is intended to compete head-to-head with SRAM’s own 10-42t 11-speed cassettes. 

Design details

Much like SRAM’s 1x cassettes, the Leonardi General Lee features a two-piece construction using steel and aluminium. The eight smallest cogs are machined from steel, while the three largest cogs are machined from 7075 T6 aluminium. The two halves of the cassette are held together with 12 pins. The cassette is designed to fit SRAM’s XD driver body standard.

Price, weight and availability

The General Lee has a claimed weight of 315g, making it 55g heavier than SRAM’s top-end XX1 cassette, 30g heavier than the X01 cassette, and 10g lighter than the entry-level X1 model. 

The General Lee is available now for €299. 

Too few teeth?

The 11-speed General Lee cassette has a wider range than SRAM’s offerings, but that may come with drawbacks. 

According to SRAM, the reason the company opted not to go smaller than a 10t cog was due to a shuddering sensation that occurs when pedaling such a small cog under load.  As cog size decreases, the rotation of the links on a chain increases exponentially, which causes what SRAM’s engineers dubbed the “polygon effect” — a feeling that the chain is going from slack to taut, resulting from variations in speed as the chain transitions from one tooth on the cog to the next. 

Time will tell if this cassette suffers from the same issues as SRAM’s early 9-36t prototypes.

Below is a chart of gear ratios offered in 11-speed MTB cassettes by Leonardi, SRAM and Shimano.

Leonardi 11-speed 9 11 13 15 17 20 23 27 31 36 42

SRAM 11-speed 10 12 14 16 18 21 24 28 32 36 42

Shimano XT 11-speed 11 13 15 17 19 21 24 28 32 37 42

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