Rotor raptor cranks

Rotor raptor cranks DEFAULT

Rotor R-Raptor Crank with Standard Crank Axle

Maximum modularity: the R-Raptor Crank by Rotor

Rotor R-Raptor is a 1-speed crank with maximum modularity: crank axle, crank arms and rubber bumper sets can be individually combined; perfectly complemented by a wide range of Direct Mount chainrings in the oval Q-ring variant or alternatively as round noQ-rings. The R-Raptor is compatible with almost all bottom bracket standards on the market and covers three different axle lengths.
The R-Raptor product family has been developed according to the same design criteria as the R-Hawk, but is CNC-milled from 6082 aluminium and is therefore slightly heavier. The weight of a complete R-Raptor 175 mm crankset with 30T chainring is around 715 g.
Coloured rubber bumpers protect the crank arms from damage when off-road. The chainring can be exchanged effortlessly, and the R-Raptor can thus be adapted to different operating conditions. All that is required is an 8 mm hex tool.


Application: Enduro
Compatibility: 1-speed
Chainring Mount: Rotor Direct Mount

Technical Information:

Series: R-Raptor
Crank Arm Material: aluminium (6082)
Crank Arm Length: 170.0 mm, 175.0 mm
Chainline: 49.5 mm
Q-Factor: 164 mm
Axle Diameter: 30 mm
Recommended Bottom Bracket:PF30, BB30, BSA*

* You can find a complete overview of compatible bottom brackets and any necessary spacers in the Spacer Chart from Rotor.


- slightly higher weight than Rotor R-Hawk
- modularity concept
- black anodised
- laser graphics


OCP Mount
The exclusive Rotor technology OCP Mount stands for biomechanical optimisation of the pedal stroke when using Q-Rings. OCP Mount allows you to adjust the alignment of the chainring on the crank in 1 degree increments. The shape of the axle allows independent positioning of the crank arms and Spider or Direct Mount chainring, changing the relative position so that the optimum setting can be found for the user.
The multiple positioning possibilities of OCP Mount allow a super fine adjustment of the OCP (Optimum Chainring Position). This makes it possible to prevent or eliminate knee problems, to optimise the effectiveness of the crank rotation or to improve the traction on the MTB and cyclocross.
Position your chainrings with Rotor's OCP Mount System to get the most out of your ride.

Manufacturer Numbers:

170.0 mm: C02-099-19010-0 + C02-098-99010-0
175.0 mm: C02-099-21010-0 + C02-098-99010-0


- 1 x pair Rotor R-Raptor crank arms, incl. black bumper
- 1 x Rotor R-Hawk/R-Raptor Standard crank axle
- without chainring (Q-Rings or noQ)
- without bumper in other colours
- without bottom bracket


Rotor spins out direct mount Q-Rings and new mountain cranks

Component maker Rotor is rolling out new direct mount chainrings as well as a pair of modular cranksets for trail and enduro riding.

Direct mount Q and QX chainrings

Josh Patterson / Immediate Media

Rotor’s direct mount rings build on the success of the company’s often imitated ovalized chainrings.  The Spanish company will offer direct mount versions of its Q-Rings for SRAM as well as Race Face, and a new QX version that works with Rotor’s new direct mount interface.

Not content to stop at creating aftermarket options, Rotor has developed its own direct mount standard, which brings a new level of adjustability to its oval rings by allowing the user to clock the chainring to maximize the position of the chainring relative to their pedal stroke.

Rotor’s splined interface bears a close resemblance to the direct mount standard Shimano uses for its brake rotors. This design allows the new QX chainrings to be adjusted incrementally to maximize power transfer.

According to Rotor, riders can use the company’s Torque 360 app to help fine-tune the chainring’s position, provided they are using a crank equipped with a power meter.

Pricing for the new direct mount Q and QX chainrings is set at US$79.99. (UK and Australian pricing TBC)

Hawk and Raptor cranksets

Josh Patterson / Immediate Media

On the crankset side of things, Rotor is adding a pair of cranks to its off-road collection.

Both cranksets are compatible with the new direct mount QX chainrings and offer a user-friendly interface — the chainring can be quickly changed by loosening the driveside crankarm with an 8mm Allen wrench.

Rotor uses a modular design with interchangeable 30mm spindles to accommodate different bottom bracket standards and widths.

The US$49 bottom bracket spindles are offered in versions for 164mm, 170mm (Boost) and 179mm (DH) Q-factors.

Josh Patterson / Immediate Media

The Hawk and Raptor build on the company’s lightweight cross-country focused REX cranks by offering riders two options for trail riding and enduro racing at different price points.

The top-end Hawk crank arms are CNC machined from 7055 aluminum. Rotor will offer the Raptor in 165, 170 and 175mm lengths. The claimed weight for the 175mm arms, plus the spindle and a 30t direct mount QX ring, is 665g.

Pricing for the Hawk crankarms is set at US$219.99. (UK and Australian pricing TBC)

The budget-minded Raptor crankarms are forged and CNC machined 6082 aluminum. There’s a bump in weight to 715g for a comparable set up, as well as a drop in price to US$144.99. (UK and Australian pricing TBC)

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Remove \u0026 Reinstall Rotor Cranks

ROTOR Hawk & Raptor Cranks Axle BOOST Black

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Cranks rotor raptor

EB16: Rotor debuts new modular Hawk & Raptor alloy AM/Enduro cranksets


Like their XC focused REX cranks, the new Hawk and Raptors cranksets are completely machined to get optimize strength and weight, but the new cranks end up with a look much different that that we’ve seen from Rotor before. In order to make sure the new mountain bike cranks survive the thrashing that enduro bikes have to deal with, Rotor has developed a set of molded rubber bumpers that protect the cranks from impacts and offer a bit of customization. While we’ve seen some other solutions that slide over the end of carbon cranks, Rotor has taken this a big step farther with both a large protector around the end of the crank and pedal spindle, and a second farther up the arm for bigger rock impacts…


Both the Hawk and Raptor build on Rotor’s philosophy of light & rigid, but with a bit more modularity thrown in for good measure. Both crankarm sets use the same 30mm spindle size of most of Rotor’s cranks, but these use a separate axle that will let them be built up for varying axle lengths across multiple trail riding disciplines. That means the same crank is easy to adapt for standard or Boost spacing, and can also be adapted for DH (or maybe in the future fat standards too?)

Axle lengths available now are standard mountain spacing with a 164mm Q-factor and 51mm chainline. Step that up to a 170mm Q and 54mm chainline for Boost, or 179mm Q-factor for DH. The 30mm spindle also preserves the same compatibility of their other cranks with BBright, BB30, PF30, and BSA bottom brackets.


Chainrings also are modular and come separate, so there will be direct mount single rings only for now (although possibly dual rings spiders in the future). Rotor has built in initial compatibility with their new elliptical QX1 direct mount rings, available from 26-34T options. The new rings use Rotor’s non-round Optimum Chainring Position tech, and can be swapped quickly with just a single 8mm allen key. The non-driveside crank uses a bearing preload adjuster that screws on, once everything is in place.


The Hawk crank uses a more thoroughly machined design with Rotor’s signature hole bored completely through the center for lighter weight. It claims a 665g weight complete, including a 30T Q-ring.


The Raptor will be a bit heavier with single width, post-machined recesses on the inside of the arms, and without the longitudinal bore hole.



All of the cranks come in a black anodized finish with laser etched graphics, but the rubber protectors come in 7 colors, including a low-key black for those who aren’t trying to stand out. The other colors include bright neon yellow, orange, red, pink, blue, and green. Both sets of cranks will be available in 165, 170 & 175mm length options.



In addition to the non-round QX1 direct mount rings just for their own new cranks, Rotor also will offer rings for SRAM GXP, BB30, and RaceFace Cinch. They will come in 30, 32 & 34T options for now, and keep a standard chainline.

Rotor Aldhu Road 30mm crankset installation

Recently, a trailhead passerby asked, “How do you like those cranks?” The question got me a-thinkin’. Obviously an integral mountain bike component, cranksets are tricky to review or describe. When performing properly they tend to disappear beneath the rider as they concentrate on the terrain ahead. I wanted to respond with, “So far so good. How do you like that seatpost clamp?”

Spanish component manufacturer, Rotor, has carved out a niche among endurance cycling genres with their power meters, cranksets and perhaps most notably, oval chainrings. Released earlier this year, the Rotor R-Hawk crankset marks its foray into the all-mountain category. And the crankset is brimming with interesting features. The crank arms utilize a hollow 7055 aluminum alloy construction which are bored-out and machined in-house in their Madrid facility. In an era where every 18 months cycling brands seemingly institute engineered obsolescence, otherwise known as new ‘standards’ in bike design, budget-minded or practical riders may appreciate the R-Hawk crankset’s modular construction. A modular design means the crank arms are independent of the axle and chainring, similar to commonplace three-piece cranks of days past. Both arms can be removed from the axle, which allows the same crankset to be easily updated or modified to accept Boost, super Boost, double-secret super-duper gluten-free Boost, or likely many future frame spacing configurations by updating an axle and its spacers rather than an entire crankset. For $349, you score the R-Hawk setup including crank arms, axle, bottom bracket, protective boots and chainring. Riders looking to be matchy-matchy can swap the stock black arm protectors with one of seven colorways.

Cleek_Rotor_RHawk 1

Rotor is known for their oval Q-Rings. Although not a new cycling technology—I ran [rather BMX-dad implemented] an oval Shimano Biopace chainring on my 10-pound BMX mini when I raced as a wee Ryan in the ‘80s—Rotor claims their Q-Rings simulate a higher gear at the point of maximum force and the most productive area of the crank rotation. In the rotation ‘dead spot’ where we exert less force, the simulated smaller gear makes quicker work of spinning through that portion of the crank rotation. Rotor says the implementation of their oval design has the exact opposite intention of the Biopace rings of yesterday.

Weighing in at 585 grams for the crank arms, plastic boots, and a 32-tooth chainring, the R-Hawk crankset might not be the first choice for the picky gram counters out there. (The claimed weight for the crankset and axle is 665 grams.) However, I’ve been running them on my mid-travel 29er for nearly six months and have found the R-Hawks to be nothing if not stout and reliable.
The durability and versatile nature of the modular construction is notable, however, the heart of the R-Hawk crankset is the oval Q-Ring. Despite a few brands now offering aftermarket oval chainrings to fit most cranksets in the sport, it had been many years since I’d ridden an oval ring. Since then, a lot has happened in both cycling technology and to my body, which allowed the Q-Ring to serendipitously influence my riding experience.

Cleek_Rotor_RHawk 10

During my time on this spinning rock in space I’ve unfortunately endured nearly a dozen reconstructive knee surgeries; including four ACL reconstructions (twice each knee), plus numerous other ligament and meniscus procedures mostly occurring in my collegiate ice hockey and football days. Similar to how a paperclip can only be bent in the wrong direction so many times before it stops functioning properly, my right knee is the same way. Since I was 22 years old, and due to no fault of my own, I’ve had less than 60-percent range of motion in that leg. Realizing I’d never again be able to run or really even walk without a limp, cycling became the only activity which I could still somewhat participate in. Although the extremely limited range of motion has never allowed my right leg to keep up with the desired pace of my left, I’ve just played with the cards I was dealt and managed the situation the best I could.

Cleek_Rotor_RHawk 6

When pedaling with a standard round chainring, my right leg often feels hung-up when the upstroke transitions into the downstroke, or as Rotor describes, moving into the ‘power position.’ Coincidentally, the problem area in my range of motion very much intersects with the dead spot feeling Rotor’s Q-Rings are designed to reduce. Obviously, Rotor didn’t design their Q-Rings with my bolted-together, cadaver-tendon-clad legs in mind, however the Q-Ring’s performance has become a much-appreciated benefit. During long seated climbs, the virtually decreased gear ratio of the oval ring in the dead spot is noticeable, and ultimately allows me (and I presume those with functional joints) to more easily initiate the power position of the next rotation. Concerned this could all be in my imagination, I did little online forum browsing and have read similar accounts of how the Q-Rings have reduced knee pain in riders of all disciplines for a variety of reasons and scenarios. Reduced pain and improved range of movement in my situation aside, I found the oval ring can offer advantages when clip-clopping up very steep and technical climbs. On a mountain bike, we can find ourselves only a quarter-crank rotation away from tipping over, so having a chainring that helps a rider more easily get their cranks into the power position is a welcome enhancement.

Cleek_Rotor_RHawk 3

Another differentiating factor with Q-Rings is the ability to adjust the oval position by aligning it in a rider’s optimum power position along the splined axle, a feature conveniently described by Rotor as Optimum Chainring Positions (OCP). Though brands like Rotor have elevated the oval ring to a high science, there’s still no one “best” shape. Even within Rotor’s lineup, there is variation. Different cycling disciplines can benefit from use-specific chainring shapes. For example, a triathlete who’s primarily seated may want the oval ring in a different power position than a mountain biker who shifts frequently between standing and seated and is constantly shifting weight and upper-body force to maneuver over varying terrain.

Cleek_Rotor_RHawk 9

So why, within the singular discipline of mountain biking, would one need to diverge from Rotor’s optimal position? First, there’s nothing singular about mountain biking. Some clip in, some ride flats. Some are spinners, some are mashers. Some ride hardtails, others are normal people who ride normal bikes. I, of course, started in OCP’s middle position “3” and stayed there until I got accustomed to Rotor’s particular ovality. Yes, that is a word. Position 4 clocks the apex of the oval forward by 4 degrees. Technically, it’s by 184 degrees, because that apex is offset between two of the 45 splines, which means fine adjustments require a half rotation. I theorized that position 4 might work well with my taste for steep seat angles and aggressive pedaling. But I could barely tell any difference until I jumped to position 5, which was noticeably too much. Especially when pedaling rapidly, the force fell away too early, and it disrupted my cadence. Conversely, clocking the ring all the way back into position 1 got me hung up in technical climbs and made the bike feel like it was in a harder gear than I had ordered until the beginning of my power stroke.  I ended up back in the made-for-the-masses position 3, but you may not. That’s the benefit of OCP. If you’ve transitioned into the oval ring concept happily but not yet smoothly, you’re likely to find your flow somewhere in those settings.

For as ambiguous as traditional cranksets often feel, the Rotor R-Hawk has been extremely durable and maintenance-free, while the Q-Rings delivered on the promise of reducing the dead spot feeling in the crank rotation. And as I think back to that passerby’s inquiry about the cranks, maybe there is more to these than a seatpost clamp.

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