Use the graph above to choose your ideal gearing.

Assume that as far as possible you need to pedal in the green area (which you set to your cadence range) with max comfort and power in the region of deeper green.

Enter your bicycle data

Click on hub model to graph and analyse this hub:

Sturmey Archer AW
Sturmey Archer S3X
Sturmey Archer X-RD8, X-RF8, X-RK8, X-RR8
Sturmey Archer S80 W,X-RD8 W,X-RF8 W,X-RK8 W
Shimano Nexus 333,SG-3S21,G-3S23,F,G,3SC,3CC
Shimano Nexus Inter 3
Shimano Nexus Inter 4
Shimano Nexus 7-speed
Shimano Nexus, Alfine 8-speed
Shimano Alfine 11-speed
Rohloff 14-speed
Single gear - fixie

View analysis

Front sprocket:

Rear sprocket:

Wheel diameter (mm):
Bicycle weight (kg):
Air resistance
Coefficient K_A:
Rolling resistance
Coefficient C_R:

Explain K_A and C_R

Enter your personal data

Body weight (kg):		Max power (watt):
Cadence:
Low cadence:		High cadence:
Ambition:
Want to climb: Hill %

Explain cadence

Enter config data

Graph scales:
Max speed (mph):		Max cadence:

Data used in analysis:
Headwind (mph):
Gradient: Hill %	0 = no Gradient

Analysis of Sturmey Archer AW:

Low gear, hill climb - with your lowest gear, what's the steepest hill you can climb at your optimum cadence and maximum power?

Your lowest overall gear ratio is lowestgearing and at your optimal cadence of optimum cadence rpm this equates to mph mph. At this speed the power lost through air resistance is lost power watts and the power lost through other types of frictional resistance is lost power watts. At this rpm and speed, you can climb a hill perc% hill (1 in one in) with your max power of your max watts. You want to climb a hill of your hill% (1 in your hill one in) and to do this at this speed / cadence you need to produce hill watts watts to overcome the gradient giving a total of needed watts watts.

Flat ground with at optimal cadence

with at optimal cadence

Analysis of each gear combination

Analysis of each MPH point - which gear combinations could you use at this MPH and remain within cadence range?

Both headwind and gradient (above) are taken into account.

Whilst every effort has been made to ensure the accuracy of the information on this website, mistakes are possible therefore use it at your own risk!

Understanding internally geared hub ratios

Unlike a derailleur cassette, an internally geared hub provides its different ratios inside the rear hub. The overall gearing depends on both the hub's internal ratio and the tooth counts of the front and rear sprockets. Changing the external sprockets changes every gear proportionally, while the internal ratios determine the gaps between gears.

Compare range, speed and cadence

Choose a hub gearing setup, enter your wheel diameter and preferred cadence range, then examine the graph. The lower gears should give a manageable cadence at climbing speeds; the higher gears should cover the road speeds you expect to use. The power analysis also estimates resistance from air, rolling friction and road gradient.

Hub manufacturers specify allowable sprocket combinations and torque limits, so a numerically suitable ratio isn't automatically approved for a particular hub. For more on why cadence matters, see the Home page guide; you can also compare derailleur gearing.