trek 400 specs

1983 Trek Bicycle Brochure Part 1 -

Models 400, 500, 520, 560, 600, 620, 630.

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Trek Navigator 400 2001 Technical specs and features

General specs of trek navigator 400 bicycle, wheels and breaking system, frame and body specifications, gearing specs, trek navigator 400 fork system data, other specs of trek navigator 400, trek navigator 400 picture, navigator 400 bike comparison.

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Trek Navigator 400 bike review

Trek produced the Navigator 400 bike in 2001 and can be classified as a Mountain bike bicycle, this exact model costs in american market arround $619.99. Navigator 400 bike is available in many sizes such as 14.5 (inches), 16.5 (inches), 18.5 (inches), 21 (inches), womens 14.5 (inches) and womens 16.5 (inches). Trek Mountain bike Navigator 400 can be found in one single color which is Black. This bike is equiped with 26 x 1.95" Trek Semi-Smooth tires and Stainless steel spoke wheel while the rims are manufactured by Bontrager Corvair. Trek equiped this exact model with Shimano M420 brakes, Shimano Nexave 400 levers braking system and Front: aluminum, Rear: Shimano Alivio hubs. To guarantee the comfiest ride Trek used Alpha SL aluminum material for the frame. Aluminum, rise high strength material is used on the handlebar of this Navigator 400 to ensure the perfect handling while the stems are made of Aluminum riser. For the smoothest biking experience Shimano Nexave 300, 28/38/48 teeth is used on this bicycle linked to 1/2 x 3/32" chain that is easily replaceable as stated by Trek , the whole system is connected to a high reliability Shimano Nexave 400 gear shift levers.

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Specialized

The Trek Navigator 400 is a mountain/commuter/comfort bike with an aluminum Alpha SL frame. The frame comes in colors like black, unspecified and Ink  Well.

Originally released in 1999, there are 5 versions of this bike. Due to the frame materials and other factors, we estimate that this bike weighs around 35 pounds. The Navigator 400 has fork suspension with 1.8-50mm travel.

The Navigator 400 comes with Mountain Mix components, including an aluminum, adjustable, riser, threadless, Adjustable Ahead stem, a threadless, sealed, Victor VP-H913W, Dia-Compe SE-1 Aheadset headset and Shimano shifters.

The Navigator 400 has 8,9 speeds and has internal rear cogs and a Shimano Nexave derailleur.

It comes with Trek Bontrager tires (26in x 1.95in) and metal matrix composite, Bontrager Corvair Vuelta Vision rims.

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• Rider Notes

2004 Trek Navigator 400

A 26″ aluminum frame comfort bike with modest components and rim brakes. Compare the full range

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Trek Navigator 400 2003 Hybrid Bike

• USER REVIEWS

Comfortable,good looking bike.The shifter is a plus in traffic, so is the visibility.A hand brake that works when wet! A nice on or off road tourer.

Not geared for high speed riding.7th is slightly low, and gear splits are about 15% in all gears. Hard to go fast sitting upright anyway. Also not really a Mountain bike.No really low climbing gears and the handle bars are a little wide for tight trails. Don't know about durability of 7 speed hub yet.

I've found this bike to be very enjoyable to ride. The suspension seat post and front suspension allow me to go over curbs without the bike pounding me, or me pounding the bike (6'2" 220#) the upright riding position gives excellent visibility in traffic or touring. The Nexus 7 speed hub allows shifting several gears at once, even when stopped. The gear spread is about equal to a 10 speed. The rear brake will still work when wet. Good for mild off road exploring, or bridging gaps in bike paths. also a very clean looking bike, simple to use.

Comfortable

I bought this bike with the 7speed Nexus hub, because my prior bikes all had rear derailers which would freeze up in the winter. I ride year round and it gets wet, cold and icy in these parts. To my GREAT dissapointment, the Nexus hub freezes up worse than the derailer did! The grease they put in the hub thickens up to near cement at 32 degrees and the bike becomes a one-speed, stuck in the gear it froze up in. I would never buy it again. Also, with the internal rear brake and the shifting gears in te hub, it makes it very difficult to chane a flat.

A decent bike, but not living up to my expectations.

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Trek 400: Embarking on an Adventure Like No Other

Introduction

Table of Contents

Are you ready to venture into the unknown, to embrace the untamed beauty of nature, and to conquer your own limits? If you’re nodding with excitement, then buckle up because Trek 400 is calling your name. In a world where experiences are the new luxury, where getting lost leads to finding oneself, Trek 400 stands tall as a testament to the human spirit’s unyielding desire for exploration.

What is Trek 400?

So, what exactly is this Trek 400 we’re raving about? Imagine this – an expedition that’s not just a stroll through well-marked trails, but a journey that demands grit, determination, and a taste for adventure. Trek 400 isn’t your typical walk in the park; it’s a multi-day trekking extravaganza that takes you through some of the most breathtaking landscapes nature has to offer.

The Trail Less Traveled

One of the most exhilarating aspects of Trek 400 is the opportunity to step off the well-trodden paths and dive headfirst into the unknown. I remember the time I stumbled upon a secluded waterfall, hidden away like a precious secret. The rush of joy and the sense of discovery were like nothing I’d ever experienced before.

Gearing Up for Adventure

Before you set out on this grand adventure, you’ll need the right gear – sturdy boots that have walked miles, a backpack that carries not just essentials but dreams, and a tent that becomes your home under the stars. I recall the first time I packed my backpack, wondering if I’d overpacked or underprepared. It’s a dance between comfort and practicality that every Trek 400 participant knows well.

Meeting the Team

Picture this: a group of strangers who quickly become your closest confidants. Trek 400 isn’t just about conquering trails; it’s about sharing stories, laughter, and the occasional blister. There was this one time when we got hilariously lost, turning a planned hour of hiking into a day of unexpected bonding.

The Journey Begins

The starting line of Trek 400 isn’t just a physical point; it’s the threshold to a world of anticipation and eagerness. The excitement in the air is palpable as you take those first steps, each one a heartbeat closer to an unforgettable experience.

Navigating Nature’s Playground

Trek 400 isn’t a monotonous march; it’s a rollercoaster ride of terrains. From steep ascents that make your heart race to serene meadows that beg you to pause, the trail keeps you on your toes. I vividly remember the thrill of navigating a rocky slope, the taste of victory sweeter with every step conquered.

Encounters with Wildlife

Ah, the wild side of Trek 400! Nature isn’t just about scenery; it’s about sharing the space with its inhabitants. I’ll never forget the time a curious fox trotted by our campsite, its eyes glinting with a mix of curiosity and indifference. It’s a humbling reminder that we’re just guests in their world.

Camping Under the Stars

When the sun dips below the horizon and the night sky opens up, the magic of Trek 400 truly comes alive. Setting up camp under a canvas of stars, trading tales around the campfire – these are the moments that etch themselves into your memory. I recall a particularly clear night when the Milky Way seemed close enough to touch, a breathtaking sight that left us all in awe.

Facing the Unexpected

As much as we plan and prepare, nature has a way of throwing surprises our way. A sudden downpour during an otherwise sunny day or a trail that takes an unexpected turn – these are the moments that keep us on our toes, reminding us that control is an illusion.

Lessons from Mother Nature

In the heart of the wilderness, you’ll find lessons that no classroom can teach. From patience learned by waiting out a storm to resilience built by conquering a tough climb, Trek 400 isn’t just a physical journey; it’s a transformative experience.

Connecting with Locals

While nature takes center stage, the people you meet along the way add color to your journey. Interacting with locals, sharing stories, and understanding their way of life – it’s an integral part of Trek 400. I remember sharing a meal with a family, despite the language barrier, their warmth and hospitality spoke volumes.

Reaching the Summit

And finally, the crescendo of Trek 400 – reaching the summit. It’s not just about conquering a physical peak; it’s about triumphing over doubts and fears. As I stood at the peak, wind tousling my hair, I felt a surge of accomplishment that words could never encapsulate.

The Sweet Taste of Success

The summit isn’t just a destination; it’s an emotion. The rush of reaching the top, the panoramic views that make your heart skip a beat – it’s a cocktail of euphoria and exhaustion. I remember hugging my fellow trekkers, our smiles saying more than words ever could.

Capturing Memories

In a world driven by instant gratification, the snapshots you take during Trek 400 aren’t just pictures; they’re memories frozen in time. I look back at a photo of me with wind-tousled hair, standing against a backdrop of majestic mountains, and I’m transported back to that exact moment, the emotions as fresh as the day they were felt.

The Descent and Farewell

The journey downhill is often underestimated. It’s a mix of relief and nostalgia as you bid farewell to the trail that became your home. The laughter, the challenges, the camaraderie – they echo in your mind as you retrace your steps.

So, there you have it – a glimpse into the world of Trek 400. It’s more than a trek; it’s an experience that stays with you long after the footprints have faded. If you’re seeking an adventure that tests your limits, connects you with nature, and leaves you with stories to tell, then Trek 400 is your calling.

FAQs About Trek 400

Q1: Is Trek 400 suitable for beginners? Absolutely! While it demands some level of fitness, it’s designed to be accessible to trekkers of various experience levels.

Q2: What’s the best time to embark on Trek 400? The best time varies depending on the location. Research the ideal season for the specific trail you’re interested in.

Q3: What’s the average duration of Trek 400? Trek 400 can range from a few days to a couple of weeks, depending on the route and pace.

Q4: How do I prepare for the physical challenges? Regular cardio workouts and strength training will help. Start hiking on local trails to build endurance.

Q5: Can I go solo on Trek 400? While it’s recommended to go with a group, experienced trekkers can consider solo trips after thorough preparation.

In a world that often feels predictable, Trek 400 is a breath of fresh air, a challenge that pushes boundaries, and a journey that leads to self-discovery. So, are you ready to lace up those boots and embark on an adventure that’ll redefine your limits? The trail awaits – let’s Trek 400 together!

• Trekking Organizations or Tour s : Provide a link to a reputable organization that offers Trek 400 experiences. This could be a company that specializes in adventure travel and offers guided treks on challenging trails.
• Travel Blogs or Stories : Find personal accounts or travel blogs of individuals who have participated in Trek 400. These blogs often provide valuable insights, tips, and anecdotes that could enhance your article’s authenticity.

Watch this one,

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Trek STP 400 XC Full Suspension

• USER REVIEWS

Light enough, responsive, long top tube, simple suspension, just enough travel for cross country riding. I have the STP300 "nude" 3D red carbon finish-It's wicked, and rare. I ride road and CX most the time, and I want an MTB that feels like those other bikes, not a monster truck. I have a long torso, so the long TT is a plus for me, but should be good for others too because you can run a shorter stem-which will increase steering accuracy/stiffness/response. The soft-tail is a frame concept that gets you seat post suspension comfort, without a varying seat height.

Horrible bottom bracket/chain line design. This is really Shimano's/Bontrager's fault. The 73mm shell and E-Type FD require a too wide BB axle, resulting in poor chain line-so, you end up with increased chain suck and chain drops.

Do one of two things: ditch the E-type BB for a clamp-on FD, and use a narrower spindle regular BB, or-go nuts like I did and remove material from the drive side of the BB shell, slap on the E-Type FD, and use a regular narrow spindle BB. I used a Dremel tool and a BB facing tool to accomplish this. The E-Type FD is a bit stiffer, and its mounting plate provides some frame protection against chain drop/suck. Now I have the ultimate: a narrow spindle, better chainline AND the E-type FD. If Shimano only produced a narrow spindle 73mm shell E-Type BB, I wouldn't have had to makee custom mods. Is this poor frame design, or poor component design? You pick. If you don't mind only being able to use 5 or 6 rear cogs with each front chainwheel, then ignore everything I suggest re chainline. If you want to maximize gear range use, make the modifications.

Similar Products Used:

None really.

Very light and comfy, now converted to a Single Speed, 17 lbs of Joy

Head Tube/Forks squeak, can't figure out why

One of the most light and comfortable cross country, now old school bikes ever built. What happened Trek?

My other ride is a YBB Moots

One of the lighest softrides on the market. Mine come in at 22 lbs. A GREAT climber.

Not made to be a hardcore downhill machine.

It took me a little while to dial it in, but once I did it fits like a glove. In one month I went to being one of the slowest in our club, to one of the fastest. It has helped my back 10-fold and I can ride harder, longer. You can't get a softride lighter. I LOVE THIS BIKE!!!

A lot of hardtails.

Light but offers some rear wheel travel to keep you stuck to the trail. Carbon feels great, the bike rides like it's alive! Feels as crisp as a hard tail, but with better rear end control.

Very few. Hard to find an STP. Sometimes scuffs on the carbon can look bad, but won't hurt the frame as long as you put chain protector on when you notice it starting to scuff.

It's a badass bike, if you build it right it can be as light as 24-25 lbs. Mine is 28 right now, but I'm pretty sure most of the weight is in the heavy fork and wheel/tire setup. Nevertheless, it rides fantastic and feels even lighter than it is b/c it's so nimble. If you find one of these bikes go for it since there's not much being made that's comparable. Maybe the cannondale scalple or a moots yb.

No bike this good, but have ridden a 1997 Spec. hard rock and had a 2005 trek 4300 that got stolen a month after I got it, so I built this badass bike.

Very Light, Fast, And Responsive. Rear Shock Helps Set Bike In The Corners, And Keep Rear Wheel Planted On Rough trail.

If You Want A Fast XC Racer Then The STP 400 IS The Bike You Need.(Steve The Reason I Don't Know What Your Bike Set Up is That I Am Too Far In Front Of You To See You. It Also Might Help If You Rode Your Bike)

2002 FUEL 100, Trek 8500, Trek VRX 400

REALLY FAST. REALLY LIGHT. When I jumped on, it was so light it was really strange- the bike kinda floats over the ground. It will win if you can win.

Well, don't do anything stupid on it- it's made to win, not to take any major hits.

A really great bike, if you can afford it. When I make my million, this'll come before the Porshe.

My Trek, lots of other bikes

Light, nimble, pivotless suss. The small amount of rear travel takes the edge off without adding much weight.

None as of yet, other than the Volkswagon decals.

If you have the $$ but don't want the full suss of the Trek Fuel 100, then this is the bike for you. This bike is more suited for the racer types rather than the weekend warrior.

First Carbon bike. Schwinn Rocket 88 Stage 1.

Fast, Light

Not Made any more

WOW. I have beaten on this bike for 5 years now and it keeps coming back. I am on my second drivetrain, fork, well everything but the frame. It is a fast-light XC racer. The 1.25" of rear wheel travel isn't alot but it is enough for racing. It gives you that extra little bit of control that you need to really rail. The only thing that I have ridden that is close to it is the C'Dale scalpel. If anything ever happens to it I will be on a C'Dale. If you can still find one and are looking for a fast XC racer pick it up.

Trek Fuel, SBC FSR, Trek 9.8, C'Dale Scalpel, C'Dale hardtail

Every little thing it does is magic, every little thing just turns me on (Sting wrote a song for this F.R.O. XC-R)! Not enough hours in my life to list them all-

What a silly little question for a Ride like THIS-

I really can't put into words what this STP 400 is capable of ... it is simply too Talented to do so. These bikes are true F.R.O. XC-Rs that are so capable that only the rider's skill is the limiting factor. Thay out perform every XC-R configuration on the planet and weigh in at an UltraLite advantage. The only bike that has both active and passive suspension values going for it, while transfering 100% of crank energy directly to the ground. I can ride ANY terrain on one and bomb DH stuff as it it were pavement frequencies ... these bikes are FREAKY BAD. I have been on them since 1999 and refuse to give them up for anything that has yet to come down the road; although I have owned many a "wannabes" since I got started with these STPs and all were an UTTER Failure in comparison ... Totally. That is with the exception of the Nicholas Vouilloz designed LaPierre, which is UTTERLY Amazing as a 3.5" FS XC-R to light FR rig which acts like what a 3.5" travel STP would (most likely) be like in performance overall. I have saved my (special) 2002 Chris King/RaceLite STP 400 for sentimental values because it is the only STP ever to come this way and that is, in itself, quite extraordinary; beyond the intrinsically extraordinary performance values of this bike and STPs in general. There simply isn't a finer developed -F.R.O.- XC-R made. The LaPierre is the only FS XC-R that even comes remotely close to these bikes and if the course conditions are not too extreme in frequencies, the STP is the "secret weapon" I unleash with Hell's FURY and not a "worry" in sight for anything else out there ... except for other STPs; doh! If you can get one that hasn't been improperly cared for, one properly appreciated, GET IT and you will always have it there after. Fast as lightening, agile as thought, and lazer sharp in responsiveness and "way too sexy for it's clothes". THESE XC-Rs ARE ALL BUSINESS ... Bottom Line. (Did I mention how SEXY they are ... hee-hee!) LIFE Is GOOD ... on a mountain bike!!! PS: I run down Roadies on my STPs; suckem' right up and just play with them and they just want to go home and beat themselves afterwards ... doh! (I would have paid TWICE what these rigs go for; they are so WORTH it!!!) Get One if you can ... you will see the REAL Magic then-

Way too many to list ... but recently the 2002 Fuel 100 with a 2003 SID UltraLite(RC), 2003 SID TEAM and Easton Carbon goodies and XTR M-960 group (which was an utter disappoinment / total waste of money and time; a "rubber" bike it flexed SO BAD)and now the 2004 LaPierre TEAM Issued X-Control which is UNBELIEVABLE as it rides and handles like the STP with 3.5" of rear suspension (no joke!!!)

Bulletproof frame. I'm a 230 lb. Sport Clydesdale and I beat the hell out of this bike. I've been racing and hammering on it for two years--the frame is unbelievable. I used to DH race, faster than most fat-ass DHers. Fast, responsive yet flexible, long stem for downhill stability. Carves through switchbacks without effort. Glides over the bumps, rear shock is just enough to keep tire on the ground at high speeds (30+), takes edge off the back.

Lousy components. Way too expensive! Needs more permanent frame protection around chain-suck area--chain oil corrodes the carbon. Trek currently just ties on a small metal plate, this is not sufficient. However, I'm addicted, hope it never goes out of style.

The perfect racing machine for any racing style or racer. If you can't afford it, save up, just a few bucks a day, you'll get it.

Fuel, Sugar.

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Moskva-Class Cruisers

Separate design teams often attempt to meet a set of ship specifications with completely different, although equally valid, strategies. To fulfill the requirements issued in April 2169 for the successor (NX-223) to the Daedalus class, which was introduced at the end of the Romulan War, Prosser & Ankopitch proposed a ship with an extremely large, spherical command hull attached to a nearly vestigial engineering hull. The proposal from the Mikoyan-Tupolev-Dassault Bureau used a long narrow command hull with a minimal frontal silhouette counterbalanced by an equally long engineering hull.

The engineers at Tezuka-Republic decided that the division of ship's functions between a command/crew hull and an engineering hull was arbitrary and unnecessarily restricted design options. Therefore, rather than gathering all the specified facilities in a single hull, their design TR-223A spread them across two hulls, as in Daedalus , and segregated the SSWR-IV-C warp core to a "bustle" at the extreme aft end of the secondary hull. This bustle could be separated easily and quickly from the rest of the engineering hull in the event of a warp core breach. The now-unpowered warp nacelles would then be shed. In this way, the demands of safety would be met without warp dynamics being degraded either by an excessively large frontal silhouette or by longitudinal warp field imbalance.

Although the Ship Specifications Review Board praised Tezuka-Republic for its creative solution to the problem of admittedly contradictory requirements for extreme safety and improved warp performance, they were forced to disqualify design TR-223A for not precisely meeting contract specifications. Therefore, in October 2171, construction contract NX-223 for Starfleet's new cruiser was awarded to Prosser & Ankopitch for what would become the Wasp class .

However, almost no one was happy with the new Wasp ships. Even before the contract was awarded, voices within Starfleet and within industry had strongly criticized the specifications of April 2169. These critics charged that they would lead to a mediocre, albeit safe, fighting ship. Two separate classes were needed, not a single class that was neither a proper explorer nor a proper warship. When Wasp was finally launched in 2173, her performance during precommisioning trials clearly showed that the critics had been correct. Although the performance problems were related in part to the continuing unavailability of the more powerful Tezuka-Republic Hiryu ("Flying Dragon") mark III warp nacelles, Wasp was obviously not the ship Starfleet had hoped for.

In a second attempt to obtain a reliable and capable warship, new specifications (NX-374) were issued in September 2175, little more than a year after USS  Wasp had entered service. Adding to this sense of urgency were intelligence reports suggesting that the Romulans had either developed or otherwise acquired matter/antimatter (M/AM) reactors. This time the specifications put less emphasis upon safety. The original requirement for completely separate command and engineering hulls was eliminated; instead, any hull configuration was allowed as long as the warp core could be quickly separated from the rest of the ship. Furthermore, requirements for speed, acceleration, and maneuverability both under impulse power and under warp power were increased, as were performance levels for target acquisition, tracking, and servicing.

These new specifications were a clear, albeit belated, admission that the critics had been correct all along: one class could not be expected to serve as both an explorer and a main battleship. In fact, starship technology was not considered sufficiently mature for a single ship to adequately fulfill both mission profiles until 2245, when the Constitution -class heavy cruiser was launched. (The controversy continues even today in the wake of the problems of the Galaxy -class explorer.)

Luckily, the designers and engineers at Tezuka-Republic had not been idle since their disappointing loss of the Wasp contract in 2171. Instead, they had spent their time refining design TR-223A so that their new entry (TR-374A) was markedly superior to what had been submitted 5 years earlier. In particular, the new SSWR-V warp reactor allowed the bustle to be made smaller, lighter, and even more easily separable. Therefore, it was hardly surprising when in November 2176 Tezuka-Republic was awarded the production contract over designs from Shimata-Dominquez, Prosser & Ankopitch, Mikoyan-Tupolev Dassault, Monarch R&U, and Thornycroft/Ebisu for what was to become the Moskva class.

However, engineering prowess may not have been the only factor in Tezuka-Republic's winning of the contract. There were accusations that the delay in delivery of the Hiryu warp engines was an attempt by Tezuka-Republic to prevent Wasp from reaching her designed performance levels. While no conclusive incriminating evidence has come to light, the delivery of the long-awaited engines shortly before the scheduled launch of Moskva in December 2177 is certainly suspicious. Tezuka-Republic maintains that if their submission of 2169 had been selected, its performance would also have not have met design specifications without the Hiryu engines. However, critics charge that TR-223A was not as reliant as Wasp on the type of engine used. Furthermore, once the Wasp contract was awarded, and even after Wasp was launched, Tezuka-Republic certainly made no efforts to accelerate delivery of Hiryu.

These controversies were soon rendered moot as the new Moskva class was recognized as a significant advance in starship design. The most important new feature was Moskva's discoid primary hull. Earlier designs had chosen a spherical primary hull for reasons of economy. Simple geometric relationships dictate that a spherical hull has the smallest surface area for a given volume. Therefore, construction costs are lower and shields are more efficient. Furthermore, institutional inertia had led nearly all exploratory cruisers originating until that time from the National Aeronautics and Space Administration, the United States Astronautics Agency, the United Earth Space Probe Agency, and its successor organizations to have spherical hulls.

The designers of USS  Moskva employed a biconvex disc for several reasons. Their initial motive was to increase hull volume while minimizing both frontal and lateral silhouettes. A warship with large frontal and lateral silhouettes would be at a greater disadvantage in most tactical situations than would be a ship with an increased superior silhouette. However, the discoid hull allowed the traditional radial layout of command hulls to be retained.

More important than these tactical advantages were functional advantages. As was shown with the Wasp class, warp field geometry would have been awkward if a spherical hull with its relatively large frontal area had been used. The discoid hull was also found to channel warp field flow across its upper surface towards the bussard ram scoops of the warp nacelles. This channeling effect improved field efficiency at all power levels and speeds. As the understanding of warp field mechanics was refined, the trend towards saucer-shaped primary hulls would be intensified in later Starfleet vessels.

In most respects, the Moskva class continued design and engineering trends established in the Comet and Daedalus classes introduced at the end of the Romulan War. As in these classes, ship functions were clearly divided between a command/crew hull and an engineering/propulsion hull. The bridge was returned to its customary position atop the command hull and the shuttlecraft bay was again placed in the secondary hull. The fusion reactor was centered along the longitudinal axis of the ship, and impulse thrust ports exited immediately in front of the warp bustle detachment seam.

Weaponry was the then-standard mix of fusion-warhead missiles and lasers. New to this class was an early type of ultraphased pulse laser cannon, two of which were mounted in the chin of the primary hull. Although the on-target energy output of this new weapon approached that of early phasers, its power requirement was higher and its range was substantially less. However, subsequent refinements lead to steady improvement and, ultimately, to the development of true phasers in 2202. Although Moskva -class ships were the first to be fitted with phasers in 2204, lasers were still carried by the Moskva class and later classes until the 2220s. Finally, warp capability was supplied by the long-awaited Hiryu mark III drive units.

The first ship of the new class, USS  Moskva (NCC-374), entered service with Starfleet in April 2179. An additional 30 ships (NCC-375 to NCC-404) joined the fleet through 2183. Moskva -class ships gained immediate popularity with officers and crews. First, total laser firepower was increased some 75% over that in the preceding Wasp class. Second, because the ship's mass was more equally distributed along the longitudinal axis than in the Wasp class, Moskva was significantly more maneuverable at both sublight and warp speeds. Finally, the more warp-dynamic design allowed greater cruising and maximum speeds.

The Moskva class had an outstanding safety record. No ships were lost because of mechanical failures. However, an incident occurred aboard USS  Johannesburg in 2186 when a faulty nacelle flow monitor falsely indicated a runaway positive feedback power loop within the plasma flow governor. Believing that a catastrophic warp core explosion was imminent, Chief Engineer Roberta Bocharnikov ordered the warp nacelles and warp bustle to be separated. Although unnecessary, these maneuvers were successful in causing the separated warp core to initiate its automatic shut-down routine. The warp core, nacelles, and the rest of the ship were towed to Starbase 13, where they were successfully re-mated. Despite her supreme embarrassment, Bocharnikov oversaw the reassembly and relaunching of Johannesburg and retained her position as chief engineer.

Although most ships of the Moskva class had left front-line service by 2215, some continued to serve as auxiliaries and training vessels until the 2240s. After retirement from active duty, Moskva -class ships were used as testbeds for many emerging technologies owing to the similarities of their layouts to those of succeeding classes. USS  Moskva was the site of the first successful ship-to-surface transport of a Human being in 2206, and USS  Gato was the first ship to fire photon torpedoes in 2214. In addition, Taurus -class tugs, which entered service in 2182, and Sanford -class repair tenders, which entered service in 2185, were derived from the Moskva class and used the same primary hull and warp drive assembly.

The Moskva -class cruiser USS  Aurora (NCC-377), a participant of the Battle of Eohippus IV, is on display at the Starfleet Museum.

Standard displacement: 67,750 t

Crew complement: 160 (27 officers + 133 crew) Weapons: 8 Type VI laser turrets (8 × 1 mounts), 2 Type VII laser cannons (fixed mounts), 2 missile launchers with 36 Spartak missiles Embarked craft: 4 medium cargo/personnel shuttlecraft, 2 light personnel shuttlecraft, 5 fighter/scouts Warp drive: SSWR-V-A spherical cavity M/AM reactor with 2 Hiryu III nacelles Velocity: wf 4.0, cruise; wf 5.0, supercruise; wf 5.2, maximum Units commissioned: 31

• 1 Description
• 2 Dual Format
• 3 Operation

Description

The Moskva-5 (MOCKBA-5 in cyrillic writing) was produced by KMZ ( Krasnogorskii Mechanicheskii Zavod or Krasnogorsk Mechanical factory) in the 1950s. Earlier models of the Moskva were copies of the Zeiss Ikon Super Ikonta C , but it makes more sense to call the Moskva-5 an adaptation. Unlike the Super Ikonta, its solid top plate has a built-in rangefinder and a dual-format viewfinder . The best thing about the Moskva-5 is the coupled rangefinder. A lever with rotating wedge-shaped prisms is fixed to the lens plate. Turning the lens to focus rotates the glass, thus adjusting the rangefinder: a very sophisticated device inherited from the Super Ikonta, with no mechanical linkage between the lens and the body. The two windows are 6.5 cm apart for accurate focusing. The separate viewfinder has a larger field of view, which helps composing the picture. As stated above, a sliding frame in the viewfinder selected on top of the camera can be set to 6×9 or 6×6.

The back of the camera showing the year of production (1958), two red windows for 6×6 and 6×9 numbering, the rangefinder window (left) and the separate viewfinder window (right). The symbol to the left of the serial number is the Krasnogorsk company logo.

Dual Format

Super Ikontas were made either for the 6×9 or 6×4.5 format. The Moskva-5 is a 6×6 and 6×9 camera. Since it has a fixed 105mm Industar lens, at 6×6 you have a mild tele at your disposal. To use the 6×6 size, you need to set the viewfinder to the square format. there is a lever to select the right window so you can see the numbering on the film back. The pressure plate does not need to be removed. The 6×9 red window is now blocked, so there's no room for confusion.

As a last step, the 6×6 mask has to be inserted. The camera locks right into its holes. Close the camera and you're ready to shoot.

The Moment 24c is a leaf shutter with speeds of B, 1 to 1/250s. To fire it, the film needs to be transported or the release button will be blocked, indicated by a red window on the top plate. The shutter isn't set by advancing the film; it has to be cocked at the lens by a lever. To take a picture, press the button on the left of the camera top. The button on the right is for unlocking the front plate when the camera is collapsed. Before folding the camera, you shouldn't forget to push down the lever with the polarised glass window.

• Moskva-2, -4 and -5 user manual at Butkus.org
• Tips for using the Moskva at Photosensitive
• Moskva 5 archived bulletin-board discussions, formerly at Robert Monaghan's Medium Format Photography Megasite (archived copy dated 8 May 2006, at Internet Archive )
• Locating light leaks in a Moskva 5 at Nelsonfoto forums (archived)
• Fixing light leaks (in french) at Dirapons'site
• Flickr image
• 6x9 rangefinder folding
• 6x6 rangefinder folding
• Soviet cameras
• Image by Dries van den Elzen
• Image by Siim Vahur

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CATL unveils world’s first LFP battery with 4C ultra-fast charging for 370-mi in 10 mins

A new EV battery that can add 370 miles (600 km) range in 10 minutes? China’s CATL introduced its new Shenxing Plus EV battery, capable of just that. CATL claims the new EV battery is the world’s first with 4C ultra-fast charging and +620 miles (1,000 km) CLTC range.

CATL reveals world’s first 4C ultra-fast charging battery

CATL continues advancing EV battery tech as it aims to develop longer-range, faster charging units.

The EV battery giant dominates the industry after leading again in 2023 for the seventh straight year. CATL’s EV battery consumption reached 259.7 GWh last year. Meanwhile, total battery consumption rose to 705.5 GWh globally.

CATL’s share of the market reached as high as 36.8% in 2023, nearly 21% ahead of its closest rival, BYD .

Last summer, CATL revealed its Shenxing SuperFast Charging Battery , capable of adding 248 miles (400 km) in 10 minutes.

Its latest battery, Shenxing Plus, uses cheaper, more advanced lithium iron phosphate for even faster charging.

CATL said the new EV battery is the world’s first with 4C ultra-fast charging and +620 miles (1,000 km) CLTC long-range capabilities. The new battery can gain a one-km range in as little as one minute. Even at extreme temperatures as low as -20°C (-4°F), the new battery offers superfast charging.

To improve the energy density, CATL introduced its in-house 3D honeycomb material. As a result, the Shenxing Plus has an energy density of 205 Wh/kg, comparable to most traditional NCM batteries.

LFP batteries are typically cheaper but are known to offer lower energy density. CATL’s new battery looks to change that.

In January, CATL said it would reduce the cost of LFP batteries per kWh by a massive 50% by the middle of 2024. It looks like it’s well on its way. You can watch CATL’s 2024 product launch below.

Electrek’s Take

With cheaper, more efficient EV batteries coming out of China, the country looks to solidify its position as the world’s largest electric car market.

Top comment by Erik

They don’t mention the assumed efficiency.

For an Aptera, 370 miles would be 37kWh. Adding that in 10 minutes would require charging at 222kW.

For a full size pick up truck, 370 miles would be 185kWh. Adding that in 10 minutes would require charging at 1110kW.

In February, CATL formed an “all-star” lineup with other Chinese automakers and battery makers, such as BYD and NIO, to develop new solid-state batteries.

BYD and CATL already supply batteries to Tesla, Ford, BMW, Toyota, Kia, Mercedes-Benz, and Toyota. With even cheaper, more advanced battery tech launching, CATL is enabling more buyers globally to go electric.

Although most automakers have announced plans to develop batteries, how do they plan to keep up with CATL if it’s already this far ahead?

Source: CarNewsChina , CATL

FTC: We use income earning auto affiliate links. More.

Peter Johnson is covering the auto industry’s step-by-step transformation to electric vehicles. He is an experienced investor, financial writer, and EV enthusiast. His enthusiasm for electric vehicles, primarily Tesla, is a significant reason he pursued a career in investments. If he isn’t telling you about his latest 10K findings, you can find him enjoying the outdoors or exercising

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A Space Shuttle Points to the Sky Again

The Space Shuttle Endeavour, now in launch configuration, is covered by a protective wrap as construction continues on the new Samuel Oschin Air and Space Center, at the California Science Center in Los Angeles. Photo Credit: California Science Center

The California Science Center stacks Endeavour in launch configuration for a dramatic new display in a new facility.

On May 16, 1992, Daniel C. Brandenstein lined up the Space Shuttle Endeavour with the landing strip at Edwards Air Force Base and brought the newest addition to NASA’s shuttle fleet in for a soft landing. Endeavour was the fifth Space Shuttle NASA built, and the last. It was slightly lighter than earlier shuttles, but it flew the same. Endeavour was a beautiful vehicle, Brandenstein recalled later in an oral history . It had “performed like an old pro” during its first flight, STS-49 . 

About 65 miles to the south, officials at what is now the California Science Center, were working that year on an ambitious 30-year master plan to develop the largest hands-on science center on the West Coast at their location in Los Angeles’ Exposition Park.   

“When we did that, we identified major portions of the building and some major elements that would be in those exhibit areas that may influence our needs for space,” said Jeffrey N. Rudolph, President and CEO of the California Science Center. Recognizing the power of aircraft and spacecraft to inspire future generations, they set their sights on a 20-story, 500,000-pound acquisition.   

“We said, ‘Someday NASA will retire the space shuttles, and we should try to get one,’ ” Rudolph said. And almost 20 years later, that’s what happened.    

By using flight hardware in the display, the Center was able to use NASA engineering models to validate the seismic capacity of the stacked components. Photo Credit: California Science Center

Endeavour arrived at the California Science Center on the evening of October 14, 2012, following a 12-mile, 68-hour trek through the streets of Los Angeles. About 1,000 police officers lined the route, keeping throngs of spectators away from the behemoth spacecraft, standing nearly 60 ft. tall, with a 78-foot wingspan. Crews removed about 220 traffic signals and more than 400 trees to clear the way for Endeavour , which passed some obstacles on the route by a fraction of an inch.  

Later that month, the shuttle was on display. But the center always had much more ambitious plans for Endeavour . The master plan included a rendering of a space shuttle in launch position, complete with solid rocket boosters (SRB) and External Tank.  

“At the time of the master plan, the expectation was that the stack would use a replica External Tank and replica Solid Rocket Boosters,” said Dennis Jenkins, an aerospace engineer who worked on the space shuttle program. Jenkins became the United Space Alliance project manager charged with delivering the orbiters to their display sites. Afterward, he continued helping each of the museums with their final displays. He is the Project Director for the new Samuel Oschin Air and Space Center, which will house Endeavour .   

A diagram showing various parts of the space shuttle. Credit: NASA/MSFC

“As we started looking at the various engineering requirements, particularly the need to counter potential seismic events in Southern California, it became obvious that using replica hardware was going to drive us to a major engineering project, particularly developing high fidelity structural models for the stack,” Jenkins explained. “This was not affordable. A quick evaluation of the hardware models we used during the flight campaign showed that the flight loads largely enveloped the seismic loads.” This meant that if the center used flight hardware, they could use existing models to validate the seismic loads.  

Because the space shuttle’s solid rocket boosters were jettisoned about two minutes into flight, recovered and reused, NASA was able to transfer the aft skirts, forward skirts, frustums, and most of the structural components the center needed. Northrop Grumman donated a set of flight Solid Rocket Motors. Unlike the boosters, however, the 154 ft tall, 59,000-pound external tanks were jettisoned 10 seconds after main engine cut-off on orbit and broke apart in Earth’s atmosphere over the Indian Ocean. There was exactly one flight-certified External Tank available. Designated ET-94, it was at NASA’s Michoud Assembly Facility, where investigators had inspected it and dissected foam from various parts of the tank as part of the investigation into the Columbia accident.   

ET-94 was shipped by barge, traveling from Michoud through the Panama Canal to Los Angeles, then over city streets to Exposition Park. “Although ET-94 looked pretty rough when we received it, it was all cosmetic damage resulting from various tests the Columbia Accident Investigation Board (CAIB) and SLS performed on the tank over the years. We did a lot of foam restoration but structurally the tank was in perfect shape,” Jenkins said.  

Designing the Samuel Oschin Air and Space Center presented the team with some formidable challenges. One was determining if there was a way to build the building and then install the SRBs, External Tank, and Endeavour .   

“We ended up initially planning that and then figured out it just couldn’t be done,” Rudolph said. “The second challenge that hit us pretty early was that building a space 200 feet tall with no columns and no shear walls—because we wanted these clear views of the shuttle—is not simple in a seismic zone. The engineering and design of the building is quite complex and quite expensive, but it’s well worth it.”  

The SRBs’ aft skirts were the first to be lowered by crane, then bolted down by high-performance alloy studs, 9 ft long, that extend through the entire seismic isolator.

The stack sits on an 1,800-ton concrete pad founded on six triple pendulum seismic isolators. Each of the isolators are 55 inches square and about 17 inches tall. They can move about 36 inches laterally. In an earthquake, the shuttle and the building would react independently. The SRBs’ aft skirts were the first to be lowered by crane, then bolted down by high-performance alloy studs, 9 ft long, that extend through the entire seismic isolator.   

“This was a fun project because the studs needed nearly 500,000 foot-pounds of tension, requiring a custom-built hydraulic tensioner that stretched each stud about 3/8th of an inch. We then surveyed the skirts again to make sure they were still properly positioned and level,” Jenkins said. Because they were empty, the 11 case sections of the SRBs were preassembled and installed as single units.  

The most challenging part of the sequence was lowering the External Tank onto the thrust posts of the SRBs with a giant crane. With less than an inch of clearance between the tank and the scaffold-clad SRBs on either side, towering over the partially constructed walls below, the team used straps and come-alongs to gain a small amount of additional margin for the delicate maneuver, a technique that was also used at KSC during the shuttle program.   

The display will provide guests with spectacular views of Endeavour, its External Tank, and its Solid Rocket Boosters. Photo Credit: California Science Center

“Next up was Endeavour . Although the External Tank was more demanding, we all worried about the orbiter just because the thermal protection system is very fragile and irreplaceable,” Jenkins said. The shuttle was wrapped in a protective coating for the operation, and it went smoothly. Earlier this year, with the components assembled and the fasteners torqued to launch specifications, what the center calls “Go for Stack” was complete.   

“We designed the building with a lot of thought as to how we could provide many different places to view Endeavour , and see the whole stack,” Rudolph said. “Now that it’s in, I think all of us honestly—including a few astronauts who have come and seen it—are like, ‘Wow, it’s really great.’ You’ll be able to walk down underneath and look up into the engine nozzles. You’ll be able to go up in a glass elevator and look at the whole stack. You’ll be able to look into the mid-deck. We’ll have a glass platform above the nose of the orbiter, so you’ll be able to look down on it. It’s going to really be exceptional.”  

Construction of the new building is proceeding, with the center saying completion will be in a few years, owing to the intricacies of some of the structural elements protecting Endeavour . “The diagrid above it is really complex, with every piece of steel different than every other one. It’s like a big puzzle. We want to see that together before we set a date.”  

The Go for Stack process drew intense public interest, not only in Los Angeles and California, but nationally and internationally as well. Tourism officials note this could translate into a $3 billion boost in the local economy once the Samuel Oschin Air and Space Center opens.   

“It’s not just that it feels good that it’s done. Seeing it, and seeing what we dreamed about, it’s rare that you say, ‘it’s better than we thought.’ I think everybody on the team feels that way about it now,” Rudolph said.  

About the Author

Kevin Wilcox is a technical writer for APPEL Knowledge Services.

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