Glory Cycles Product Reviews

Shimano Di2 vs. Campagnolo 11 Speed

2012-02-01T09:23:00.001-05:00

By William Link

Shimano's promise of "Revolutionary" shifting seemed like lofty marketing-speak until I had a chance to ride a bike this month fitted with a full Di2 groupset. I had the same gee whiz feeling the first time I drove a sports car with a dual clutch transmission. I am now a believer in the elusive perfect shift. The shifting is flawless each time with only a light press of the paddle located just behind the brake lever. One click equals one change in gear, just like the German Sports cars I have driven. Di2 is easy, accurate and you never miss a shift. My current reference is a compact 2011 Campagnolo Record groupset and I am a long time Shimano user for road and mountain bikes.

Rear derailleur shifting is good with Di2, but the front derailleur shifts are magical in how quick and precise it is. I could not make the system mis-shift no matter how hard I tried. Functionally, I found the ability to quickly downshift the chain-ring on the standard crank to be really useful, it is much quicker than Campy. At one stoplight on my regular training route after a long fast, downhill, I always remember after it is too late to downshift before starting up the following hill. With Di2 it is simple to be hard on the brakes and drop a few gears and/or the chain ring just prior to full stop. However, with Di2 the "one click equals one change" in gear is a departure from the past and with Campy you can even sweep the shifter to change five or six gears in one movement.

Another interesting feature for Di2 is the automatic trimming of the front derailleur, it knows the position of the rear at all times. It seems to me, that Shimano could program sequential shifting, meaning one shift from hard to easy gear per click utilizing front and rear derailleures (sp?) at the same time.

As for the ergonomics, the hoods seem narrow, my current Campagnolo shifter happens to feel more comfortable to me. I think hands to shifter preference is similar to saddle comfort to a lesser degree. Anyone moving from dura ace 7800 will feel at home. I found that these levers had better leverage for braking while in the hoods, something that Campy does not quite match. The 7800 brakes are really best of class in my opinion even running on carbon rims.

One think I keep thinking about is the fact that Di2 lacks an internal shifting mechanism in each hood. This could have freed Shimano to really re-think the hood into something really "revolutionary", but they were evidently concerned about keeping very close to the evolved 7900 shape for upgrade/migration path from current Dura-Ace. I wonder what prototypes are still on the shelf in the Engineering department in Japan.

The battery is the only thing that sticks out in the groupset. The set up I tested had the stock battery attached just below the water bottle cage on the down-tube. It is connected to a bracket that uses the same screws as the cage. This position makes sense, it has a low center of gravity and easy to access for charging without much downside other than aesthetics. A custom hidden battery in the seat tube sure sounds cool but would have all the disadvantiags to ease and geometry.

My final thoughts keep going back to the comparison in cars. Di2 is not an automatic transmission, it is manual gearing tweaked with electronic shifting. Porsche, Audi and BMW all now have options for dual clutch or manual gear boxes. I've owned cars with both types. I am a huge fan of the dual clutch as it offers some very tangible advantages but I always come back to a manual not for performance but enjoyment. I think Di2 has some big advantages over the current offerings. The quick shifting, ability to always be in the right gear is a huge thing and the possibility of shifting while braking hard is awesome. There is defiantly less thinking which allows the rider to concentrate on the ride. While I still really like the connected mechanical feedback of the current Campy set-up; I'm sure I'll own an electronic groupset in the near future.

Ridley Noah Super Record Rolf Ares 6 Carbon Clincher

2012-01-05T18:36:00.001-05:00

Ridley Noah Super Record ,

Custom built Ridley Noah with Rolf's new Ares 6 Carbon Clincher Wheelset and Campagnolo Super Record 11 Group, FSA Plasma integrated handlebars and Selle SMP Evolution saddle.

Without doubt one of the fastest riding, coolest looking bikes we build. 15 lbs 15oz as you see it in size large the Noah is a reasonable weight given it's arguably the most aero frame on the road.

We dressed the this bike in red cables, saddle and tape then swapped it out for black, you be the judge but our customer went black and we had to agree the black looked best. Finding the exact right color or saddle is what we do best and what we are proud of. Give us a shot when you start building your dream bike. We will get you the exact bike you want.

Fizik Shoe Review

2011-12-19T08:14:00.001-05:00

I have always appreciated Fizik saddles and when they introduced their road shoes I was excited to try a pair. In my mind the best looking road shoes I had seen. Traditional and modern at the same time with attention to detail and an interesting use of materials.

Choosing between between the R1 and R3 came down to color for me. I wanted white and not black, somehow black was a little to much Sidi Genius 1995. This might have been a mistake in hindsight with the R1 you get the same carbon sole, same sailcloth straps an upgraded carbon buckle and customizable insoles as well as kangaroo leather uppers which I think are the most significant upgrade. Kangaroo leather forms to your foot and not only provides a perfect fit but it is incredibly durable. The R3 uppers are made of Microfiber the same fabric Fizik use to cover their saddles. It's durable and light but does not form to your foot like the kangaroo leather.

R1 Kangaroo leather and carbon buckle

Carbon sole with more flexible carbon around the heel and a generous rubber heel pad. Look drilling only at this time.

Fizik shoes score a perfect 10 for fit and style but not so perfect for performance and weight. This makes for a tough decision when Purchasing shoes. Many of the lighter more feature driven shoes just don't have the same fit as some of the more traditional models. For me the fit and style trump weight and performance features. Reason been my feet hurt after really long hard efforts and the pain slows me down more than the extra grams and lock tight fit. Out of the saddle on an incline when making an all out effort the heel of my R3's is lacking a little. When back in the saddle and spinning the shape of the sole cradles my foot and the pressure of peddling is very evenly distributed over the entire length of my foot. No hot spots with Fizik shoes, no discomfort from the shape of the carbon sole. So skip Fizik shoes for track racing and serious crit racing but consider them strongly if you do rides over 2 hours and need to be powerful the whole way through.

Size and fit. Larger than Sidi in length and width with a roomier toe box. My 44 Sidi Genius 6.6 are rather tight and my 44 Fizik even a tad big for me.

Medium to high arch and rather narrow around the heel. Almost identical in size to my Lake 44.5 and Scott shoes 44 but narrower and longer than my Shimano 44 and Northwave 43.5

Ventilation. Some more technical shoes have a lot more going on in this department. Fizik does not but even in the hot and humid South Carolina summer I don't notice this as a problem but I think it could be for some riders. If you sweat a lot and live in a really humid climate these shoes might not offer the utmost ventilation and drainage. They are however really nice in cooler and cold weather. I think a lot of keeping your feet warm in cold weather is shoe fit. You need some space for your toes and forefoot to me able to move and keep blood flowing. When I were some of my shoes that fit tighter my feet seem to turn to ice blocks. Not with the Fizik shoes, they are the best fitting shoe I have owned.

So maybe not the most technical shoes on the market but possibly the best fit and the best looking. Fizik shoes are for me more than low weight and a host of technical features they are really good cycling shoes that give me a lot of pleasure to wear.


Fizik R1 Road Shoe $399.00		Fizik R3 Road Shoe $299.00		Fizik R3 Donna Road Shoe $299.00

Enve Carbon Handlebar Review

2011-10-06T17:17:00.001-04:00

Enve Carbon Handlebar

If you were charged with designing a carbon handlebar what would you strive for and what features would you put into your handlebar. Tough question given carbon handlebars are nothing more than a carbon tube shaped to create adequate spaces for you to hold.

Reviewing the Enve Carbon handlebar came to mind because the guys at Enve managed to design the ultimate carbon bar and for me this handlebar is the best in class of all carbon bars.

Shape, looks and three features make it stand out from other bars. I first got to ride the Enve handlebars on Scapin test bike I had in for review but before even riding the bike it was the understated matt black with white logo handlabar that caught my eye. It's really stealth looking and when combined with the Enve carbon stem a killer looking, riding and lightweight option.

The Enve bar has a really natural sweeping drop which for me was a perfect fit. The top's of the bar are a semi flat aero shape that is exactly the right size when wrapped with regular bar tape and the transition from the tops to the break levers is perfect.

Cables are routed through two grooves and the shape of the grooves houses the cable housing perfectly so it's not felt through the bar tape. No holes in the bars, no fishing cable and no questioning the integrity of the bar because of this. The cable grooves also add to the stiffness of the handlebar and out of the saddle there is little flex.

Enve has placed a non slip material onto the bar at the stem clamp area and both brake/shifter zones, thus components fixed to the bar do so under way lighter torque.

The third feature that is unique the to Enve bar is the rubber bar ends that hold bar tape. So no bar plugs when using the Enve bar just flip the rubber stopper back, wrap and cut tape and flip the stopper back into place. This bar end also feel great in your hand when on the bike. Unlike any other bar end it's quite comfy to hang the palm of your hand over the end of the bar.


ENVE Carbon Handlebar $349.00		ENVE Carbon Compact Handlebar $349.00

Now available in a compact as well as a standard(tested) version both bars have the same features only the shape of the drops differs.

Specifications:

Weight: 205 grams for the 42cm bar

Width measured center to center

Diameter 31.8mm Only

Drop 144mm(standard) 127mm(compact)

Dual recessed cable routing.

Fizik Kurve Saddle Review

2011-10-05T22:44:00.001-04:00

Fizik Kurve Saddle

What if I purchase a saddle and I don't like it?

Return it in like new condition for refund or exchange. No restock fee.

Can I demo a saddle?

See our demo saddle program here.

Got a question about the right saddle for you?

e-mail our expert

Rethinking the modern road bike saddle with some old fashioned technology. Similar to an leather saddle with a steel frame the Fizik Kurve uses a aluminum rail and frame that suspends a flexible composite shell which flexes as you ride.

Not much padding. The Kurve saddle has just enough padding to alleviate pressure but not too much that might bunch up and cause pressure points. The saddle shell is flexible and moves with the rider has they pedal. Don't think of this saddle as been in the same category as any other. It's a game changer and unlike anything you have ever ridden.

The rail is another comfort enhancer. Instead of plugging into the rear of the saddle, the 2014 aluminium rails are forged in a loop that suspends the hull at its ends. This noticeably increases the amount the Kurve gives in the middle, especially in the long-bodied Snake version. You can tune the flex by swapping the ‘Tuner’ at the nose between ‘soft’ and ‘hard’ included with each saddle.

Available in three versions, Fizik suggest the flexibility of any rider impacts the way they sit in the saddle. Less flexible is Bull(Aliante), Intermediate is Chameleon(Antares) and flexible is Snake(Arione)

Not the lightest saddle. Actual weight 220-230 grams the Kurve range hold there own in the performance category but surpass the rest when it comes to the comfort to weight ratio.

Well worth the try. Well worth the investment.



Fizik Kurve Chameleon Saddle $254.49	Fizik Kurve Bull Saddle $254.49	Fizik Kurve Snake Saddle $254.49

Fizik Kurve Bull actual weight 230 grams.

Shell and frame are unlike any other saddle. Nose clip can be either hard or soft.

Via Flickr:
New from Fizik and causing a stir in the peloton. The new Kurve saddle has a ground breaking design.

Pinarello FP Due Review

2011-09-27T21:23:00.001-04:00

Pinarello FP Due Review, by Clive de Sousa

Pinarello FP Due Review.

The FP Due is and interesting bike to review. The obvious question to me was one of value. Does the trickle down technology from the legendary Dogma translate and offer the same performance in a lower grade of carbon and lesser group set or are you paying for the Pinarello name and better off looking for lesser known brands in the same price range that have better component specs?

When shopping for a bike in particular price range the obvious question is how does the build package stack up assuming the frames are all equal. If this was the case there are bikes that are going to seem to be better value than the FP Due. Yet we all know the heart of a good bike is in the frame set, the performance in the wheels and the face value in the component group.

Get out on the FP Due and the answer will come to you right away. Pinarello bikes have a unique ride quality and it's not lost in the Due. To be more specific Pinarello's famous ride quality is all there but some of the performance is not. Between the weight and the more lax ride of the lesser carbon some of the snap and buoyancy of the Dogma is missing but all the character of a Pinarello is there. Back up and say that again. FP Due feels like a Dogma a lot of the time but like a BMW with a smaller engine it does not kick like it's big brother when you hit a steep incline or try overtake a slower vehicle on a twisty country road.

If you are reading this trying to decide if the FP Due is the right bike for you then ask yourself this question. What's the most demanding ride you expect to do on your next bike? If it's a 45min criterium or a 5 day stage race in which you are going to contest the GC then maybe look up the Pinarello family tree or switch your focus to a brand that offers higher performance frame and components in the FP Due's price range. If it's a century and you are not going under 4:30 or fast group rides and your priority in all this is the pleasure of riding then FP Due is a very good option for you.

No one wants to buy "less performance" no matter the type of riding we are doing we want to know the bike we have chosen is able to drag race Cancellara to the line if it's rider had the legs. FP Due will do anything you ask it to do, it's as fast as the rider and you are not going to get left behind on it. My feeling about it's more lax rear end and softer ride quality is that most of us benefit more from this than we do from the stiffness bike marketers have taught us to chase down with our visa cards.

To be more specific about the ride quality I mentioned earlier. Pinarello bikes have been developed not only but hi-tech computers and engineers who can give the work they do fancy acronyms but also by a tradition that has been passed down over years and is alive in Pinarello product today. The bikes somehow feel smooth on the road and always track dead straight. They have a feeling of comfort and performance at the same time. FP Due feels this way and is a pure pleasure to ride. When braking hard the beefy head tube is solid and the fork does not waiver no matter how hard you lean into it on a steep decent. Out of the saddle the FP Due is not a standout and on steep inclines it's not the ideal bike for attacking the group on but if you are a steady climber then the smoothness and comfort are your friend.

Build kit and wheel set on the FP Due are well thought out. All three models have the same bar, stem, post and saddle and wheels. The bike tested was the Ultegra version with a partial 6700 grupo that has a 105 5700 crank, bottom bracket, chain and cassette along with the MOst branded FSA brake calipers. Switching out the Ultegra parts for 105 get's the Ultegra bike into a lower price category and does vitally nothing negative to performance but does leave one feeling like someone took a swig of your beer before they handed it to you. You know it's OK but you would rather they did not. The MOst branded FSA brake calipers look great and are a nice compliment to the MOst bar, stem and post but they do not perform as well as 6700 calipers. Once again not worth sending that beer back to the bar but not exactly what you want. The wheels are pigs. No big deal because they leave the door open for a exciting upgrade down the road and don't spoil the fun.

Becareful of the FP Due. It might turn you a believer and wet your appetite just enough to start looking up the Pinarello family tree for more of the good stuff. The Due lets you in at a easy price and encourages more grandiose thinking and buying habits. FP Due is the gateway bike, we all know where that leads.

Pinarello geometry means you can be sure of getting perfect fit on the FP Due as it comes in seven sizes, rather than the four or five most manufacturers offer.



Pinarello FP Due 2012 Shimano 105 Bike $2,449.90	Pinarello FP Due 2012 SRAM Rival Bike $2,799.90	Pinarello FP Due 2012 Shimano Ultegra Bike $3,149.90

What happened in Vegas should not stay in Vegas

2011-09-23T07:05:00.001-04:00

Interbike 2011 - Las Vegas , a set on Flickr.

As always there is a lot of chatter about Interbike. Some loath Vegas others love it. Not as big as Eurobike but too big for dealers to connect with distributors etc. Whatever the feelings about the show are it's the product the never disappoints.

2012 does not promise to be a bumper year but there were still a lot of very cool things to be sen in the halls. Power meters and shoes seemed to be active and innovative categories. The race is on to own the power meter market and it seems each new development leapfrogs the one before. Not long after SRAM acquired Quark and looked to have the best solution and they have already been swallowed up by the power pedals offered by Garmin and Look/Polar.
The shoe offerings are equally fascinating with Fizik, Giro, Mavic, Specialized 74 and more challenging the old guard.

Time trial and aero bikes were the focus of the bike manufacturers with NeilPryde Bayamo and Bayamo + getting a lions share of the press with only the BMW designed prototype on display.

Thank's to our friend Dave Christension www.treefort.cc/ we have these images of the product that caught our attention

Scapin Fazer Review - Shimano Di2 Superbike

2011-09-20T21:26:00.001-04:00

Scapin Fazer Review by Clive de Sousa

It was hard to separate the ride quality of the Fazer frame set from the all out performance group set it came equipped with. Nothing was a second guess, DI2 Group, Enve bar and stem, FFWD tubular wheels which I downgraded to Mavic SL's to get a better feel for the frame. When all was said and done I gave myself over to the slickness of the accompanying parts and understood the Fazer better. It's a all out attempt on the part of Scapin to build the best possible bike. No stone left unturned everything about the Fazer strives at the perfect ride and that includes the way they equip their bikes.

At this price and coming from a small Italian builder you are never going to see this bike in the Tour, you probably be the only Scapin rider in every ride you do unless you go to North Eastern Italy and ride with the locals. It's a true boutique bike and from the build options "mechanical or electronic" to the seat post options "ISP or standard" with the ability to order it in custom geometry it's a true blend of tradition and technology for the most discerning cyclist.

What is Scapin. How to order

Since 1957 Scapin have been building technical bikes. Scapin are a traditional Italian company that believe "tradition is the future not the past" simply explained in the way they have always striven to create cutting edge bikes they look beautiful. 54 years down the road I have to agree with the statements made by the company.

Fazer does come in stock geometries for 2012, and is now priced at $4499 - still made in Italy of course and right around 1160 grams with ISP

- New handmade Ivor is the 2012 range topper in custom geometry only - it will be a UD tube to tube bike, which might be the only of it's kind - available in 6 weeks time for $5199 and comes in around 110 grams below the Fazer at a true 1050 grams with ISP...plus it includes a lifetime warranty from one of Italy's oldest frame builders

- 3rd in the range will be the monocoque Hysak, winner of CyclingPlus Superbike of the Year over Pinarello and Time. Retail for that model is $3899 and available with basically zero lead time, still hand finished and painted in Italy, with PressFit carbon bb

- They are saying a pro conti team is a possiability in 2012 and they plan on making a big push into the US market.

- Scapin also offers a steel and multi-material lineup, hydroformed aluminum entry level bike, and two solid mid level carbon models as well.

The Ride.
The Fazer did not jump off the page and blow me away as the most responsive, comfortable bike I had ever ridden. It somehow wooed me slowly and convinced me of it's pedigree as the miles wore on. First time out on the Fazer it felt like I had ridden it before. I was immediately comfortable and the handling was predictable and bike responded to my efforts exactly the way I wanted it to. The Fazer was for me the perfect balance of performance and comfort, it's sloping geometry made it comfortable in the saddle and even with the integrated seat post it was not harsh over rough roads yet on steep climbs it was explosive. The huge head tube was not only bold looking but it gave the bike a stability felt in very few bikes I have tested.

Faultless, is the only way for me to describe the Fazer. Nothing more need be said.

As for looks and finish I need to hold back here. Scapin hand build this frame in Italy and it is evident. Nothing wrong with bikes not build in Italy but the is something very special about Italian craftsmanship no matter if it's bags, shoes or bikes. There was not a single person who looked at it that was not impressed. It's a look that has to be seen in person, no flashy colors of elaborate paint design to draw your attention. It's something you only notice when you stop and take a second look. The 1k carbon weave is as near perfect as any I have seen and there are very few areas on the frame that are sprayed over with black paint to hide the messier sections where the fabric is not exactly perfect. Also the clear coat was somehow so smooth that it made cleaning the Fazer really easy, just a wipe with a wet rag and it seemed the road grime lifted easily.

An absolute pleasure to ride and I expect a rare pleasure to own. Scapins Fazer is not an ordinary bike. If there is a superclass for road bikes then the Fazer is in.

Notes:

The integrated seat post head is a FSA SLK - nothing fancy and maybe a little heavy. Easy enough to adjust and can accommodate carbon and steel rail saddles.
The derailleur hanger and rear wheel dropouts are unique to Scapin a really good solution to some of the challenges to the weight/reliability of off carbon in this area. They have simple alloy plates that screw to either side of the carbon. Easily replaced should they get worn or the hanger damage in a crash. Also the hanger was marvelously stiff which complimented the Di2 shifter well and is a real plus if you were to build this bike with Campy 11.
The Bottom bracket was a standard threaded BB. Even with all the new formats available at this time it seems this is the best solution for a bike of this nature which most likely get's built with Campagnolo or Shimano groups.

Available in standard or custom build and various colors you can visit Scapin here or contact me for more info here

Glory for Argon 18

2011-09-20T13:10:00.001-04:00

Argon 18 Bikes , a set on Flickr.

Returning from Interbike we were more impressed by this brand than any other. Argon 18 seem to be a brand that is able to keep refining the bikes and have elevated themselves to "big brand" status.

Meeting with the owners and staff was refreshing. This is a company we feel passionate about and excited to be offering for 2012.

Please share comments feeling and interest in Argon 18 with us.

Garmin Vector Power Based Pedal - We all need this.

2011-08-31T14:36:00.001-04:00

Gone! and we mean it Gone are all those hard decisions that have to be made when you want to measure power on your bike. No more reluctant wrestling between the wheel you don't want because it's not exactly a race or training wheel and that wickedly expensive crank you can only use on one bike and have to keep sending back to be serviced.

Arriving as soon as March 2012 (Yes - we are already taking back orders) Garmin have announced the Vector power measuring pedal system.

Priced at $1499 it's the least expensive most practical power measuring tool for your bike and included in that price is the pedals.

Advantages:
Easy to install.

Requires no calibration.

One pedal system only which is Look Keo compatible pedal made by Exustar.
Adapts easily to Garmin computers and all data easily downloaded for analysis

Not so cool if:
You already spent the BIG cash on the cranks
You are married to another pedal system

Keep up with availability and price here and look out for a Garmin Vector Review here on our blog.

Garmin give some good info in this video.

3T Mercurio Wheel Review

2011-08-22T10:57:00.001-04:00

If you read the 3T press release for the Mercuriuo wheels you might agree they sound pretty impressive. The story goes that a Formula One engineer brought some fresh and sensible ideas to the table. He moved weight away from the rim to the hub. Made the rims stronger and lighter with no holes drilled in them only molded slots for spoke heads and rim width and shape that makes the wheel more stable in cross winds. Also a braking surface that's proven to provide more friction and manage heat build up better than any other.

Read the the 3T info sheet here

But what happens when you get to ride the wheels? Do all these ideas translate into real world performance or do they remain on the pages of cycling magazines as nothing more than good ideas that sold you some expensive wheels?

I got to ride the 60mm Mercurio Tubular wheels in Utah for a few days and have to say that they are fantastic wheels. Light, stiff but not harsh and the breaking was good. I felt confident on twisty descents at 45mph and they looked great on my bike. With all of this I still cannot say the new 3T wheels are a better ride than some of the already established wheel brands.

If you find yourself trying to make a decision between the new 3t wheel and lets say the 404 or Enve Smart System it's going to be a tough decision if you are looking for some proof that one is better than the others. Manufacturer spin should be taken with a pinch of salt and written reviews with a double dose of the same. Reading this review probably is not helping the decision so lets boil it down a little further.

Ride Feel:

Smooth and light. The 3T Mercurio spins up fast and feel stiff enough in the rear to be a real race wheel but it's not for a heavier sprinter. It's well suited to a rouler or ironman distance traithlete.

Braking:

Always a concern with carbon rims but something that seems to have become more of a talking point than a real issue with the current crop of wheels available. 3T claim to have developed a braking surface that offer more grip than others they tested. Seems to work well enough for me on the steep slopes around Deer Valley in Utah, using Swiss Stop yellow pads I felt confident and no ugly squeaks only a jet engine type sound as I slowly increased braking.

There is a slight pulse from the rims - all the carbon wheels I have tested have some degree of this. Campagnolo and Fulcrum rims are the best in this area, 3T are right in the mid-zone with Zipp and FFWD. You can feel it but it's not a deal breaker.

Cane Creek hubs:

3t licensed the hub design from Cane Creek probably because it worked perfectly with the slotted spoke hold design and was a already proven design. I sold a good few pair of the original Cane Creek wheels years back and had nothing but good luck with them. No returns - No warranty's which is good news. I will say it's a bear to true them. The nipples are at the hub and you need to have your wits about you to get them straight.

Campagnolo or Shimano/SRAM:

Something really neat about the 3t wheels is the dual compatible free hub. Begs the question why this has not been done before and leaves me feeling this is almost too good to be true but it's true and it's something that might be a deal-maker if you have more than one bike with either group set. The carefully designed slots of the free hub accepts either Campagnolo 10/11 speed cassettes or Shimano/SRAM 10 speed. Well done 3t

Cross winds and stability:

Good all round yet hard to quantify. The 3t Mercurio tubular I tested was good but there is no such thing as having the cake and eating it, deep carbon rims offer an aerodynamic advantage but get buffeted in crosswinds and the Mercurio are no different. The new wider more rounded carbon rims like the Mercurio and the 404 are notably better than the older style sharper point rims.

Last word:

Life is too short to ride anything you don't love. If you have a bike with 3T components and feel the wheels are exactly what you need to round it out them don't over think it and go for the 3t's they will deliver performance equal to the top models of the already established brands.

Mavic Tire Review - Yksion Powerlink and Griplink

2011-08-16T01:12:00.019-04:00

Tire reviews are always subjective. No way around this when you ride any tire the experience can be heavily influenced by ride conditions and plain old luck or bad luck for that matter.

With that in mind Mavic's new Yksion Griplink "front specific" and Yksion Powerlink "rear specific" tires are fantastic and deliver everything I ever wanted from a tire. No flats in over 8 weeks and 1500miles (2400km) Smooth ride quality and a very secure grippy feel in the corners. They look great on my Mavic wheels and are light enough to be considered race tires (215 grams)

So rush out buy Mavic tires and forget the rest? Not so fast.Mavic are new comers to the tire market and at this point the Yksion tire pair does not offer a compelling reason for Michelin, Conti or Vittoria fans to jump ship. Mavic tires are made in Thailand by the Lion Tire Company who make tires for well known brands like Vittoria, Zipp and Ritchey. In fact the Mavic tires share most of the technology found in the VittoriaEVO KS "same tread pattern" and the Rubino Pro "same casing and weight 215 grams". Not to say this is bad in any way but only that Mavic have not delivered anything ground breaking with their first tire offering.

Front and rear specific tires are a neat idea. Nothing new about this as this has been done before but a plus in my book. The idea behind front and rear specific tires is that the front can offer more grip and feel yet last just as long as the rear that needs to be more durable and reliable. Works for me as I don't like rotating tires. Most tire pairs need to be rotated to get the maximum life from them. I understand the idea well enough but never feel good about taking an already worn tire from my back wheel and putting it on my front wheel. For this reason I prefer the front and rear specific tires but will caution anyone pursuing the most miles per dollar spent that the Yksion Powerlink still wears faster than the Griplink even though it has a slightly thicker and harder rubber.

Overall ride feel of the Mavic Yksion tires is really good. Inflated to 110psi they feel firm but not too hard and they got more grippy as they wore a little. The smooth tread pattern was good in the rain and I felt confident at all times.

Easy enough to install the Mavic tires went on my Mavic wheels easy and sat securely in the rim bead. Design with intent or fluke? Either way a good combo.

Limited colors and sizes at this time the Yksion range is available in 700*23mm Black/Black only.

Pricey at $59 per tire the Mavic's are not exactly a steal but they are a really great looking compliment to your Mavic wheels which came at a fair price themselves and you know by now that performance and reliability outlast a lower price paid for lesser product.

Does this mean Mavic are entering the tubeless road market? No comment form Mavic at this time but we know one of the hurdles Mavic identified some years back when they abandoned road tubeless was ease of use for consumers. Tire/wheel pairs remove this hurdle to some degree....



Mavic Yksion PowerLink Clincher Tire $54.99	Mavic Yksion GripLink Clincher Tire $54.99	Mavic Yksion K10 Clincher Tire $69.99

Bottom Bracket Size Parameters AKA. BBC

2011-08-01T18:38:00.000-04:00

The last few years have seen some fantastic improvements to road and mountain bike technology and along with this comes a new phenomenon called BBC - bottom bracket confusion. To try help our clients out I thought it wise to publish this spec list.

If you need help beyond what you see here please e-mail me at clive@glorycycles.com

Bottom Bracket Thread Name	Nominal Thread Description	Cup Outside Diameter	Shell width	Shell Inside Diameter
ISO/English or BSA	1.37 in x 24 TPI	34.6-34.9 mm Left-hand thread drive side	68 mm (73 mm Oversize)(83 mm Some Downhill & FR bikes)(100 mm "Fat bikes")	33.6-33.9 mm
Italian	36 mm x 24 TPI	35.6-35.9 mm Right-hand thread both sides	70 mm	34.6-34.9 mm
French	35 mm x 1 mm	34.6-34.9 mm Right-hand thread both sides	68	33.6-33.9 mm
Swiss (very rare)	35 mm x 1 mm	34.6-34.9 mm Left-hand thread drive side	68	33.6-33.9 mm
Chater-Lea (very rare)	1.450 in x 26 TPI	oversized Left-hand thread drive side
Whitworth (obsolete, found on older English 3 speeds)	1-3/8 in x 26 TPI	34.6-34.9 mm Left-hand thread drive side	71/76	33.6-33.9 mm
O.P.C. Ashtabula	Male threads on crank 24 tpi (most) 28 tpi (Schwinn, Mongoose)		68 mm (2.68 in) wide	51.3 mm (2.02 in) (approximate)
O.P.C. Fauber	Male threads on crank		68 mm (2.68 in) wide	45 mm (1.77 in)
Raleigh	1 3/8 in x 26 tpi	34.6-34.9 mm Left-hand thread drive side		33.6-33.9 mm
BB30	Press fit, not threaded	No cups	68mm (road) or 73mm (MTB)	41.96mm
Press Fit 30	Press fit, not threaded	46mm Plastic Cups	68mm (road) or 73mm (MTB)	46mm
BB90	Press fit, not threaded	No cups	90mm	37mm

SRAM Red, Force and Rival Shifting Issues

2011-06-29T10:58:00.005-04:00

SRAM is the new kid on the block in the world of road component groups. They have raised the bar in the after sales service area but the components are a few steps behind Campagnolo and Shimano IMHO. This leads us to believe that the second generation of SRAM components will be best in class.

For now we have a few tips for those with shifting issues with SRAM road groups.

Rear derailleur cable housing length - very well explained in the video bellow this is a common problem and something easily taken care of with a new cable/housing set.

Front derailleur cable tension - also an easy fix see video.

Noisy shifting - SRAM road groups are nosier than an any other, this is a fact and something you have to learn to live with. Even when perfectly dialed the SRAM Red cassette resonates sound. The best solution we have found for this is switching the chain and cassette to Shimano. SRAM tech don't like this or recommend it but we have noticed some SRAM sponsored pro's do the same and have to say it works. Dura Ace chain and cassette are smoother and shift better than SRAM - Fact.

Derailleur hanger alignment - possibly the single biggest factor in rear derailleur shifting performance. Most frames have replaceable alloy hangers that are easily knocked out of alignment or perhaps never aligned at all. Using derailleur hanger tool to align the hanger makes the world of difference and is not a complicated procedure. The DAG 2 is the best value derailleur hanger tool on the market and readily available.

Good luck and happy smooth riding - e-mail clive at glorycycles if you need more help.

Park Tool DAG-2 Derailleur Hanger Alignment Gauge

$69.99


SRAM Red Black Rear Derailleur $309.99	SRAM Red Rear Derailluer $309.99	SRAM Force Rear Derailleur $129.99

Mavic Ksyrium SL 2011 Review

2011-06-22T00:15:00.001-04:00

In 2001when Lance Armstrong and the Postal team traded in their custom built Rolf alloy tubular wheels for Mavic's thicker spoked Ksyrium everyone noticed. At the time most other wheels were prone to braking spokes and hubs that needed to be repacked at least once a year. The Ksyrium was light, stiff and bombproof for the most part the answer to every racing cyclist dreams. Ten years down the road and Mavic still offers the Ksyrium SL but is it still a best in class offering or has technology eclipsed the Ksyrium.

The 2011 Kysrium SL clinchers we rode for our test ride are lighter and stiffer than the original version thanks to weight been shaved off the rims and hubs as well as wider flanges and a revised spoke pattern but for the most part they ride the same. They have a unique ride quality, both stiff and smooth at the same time. Sometimes a little too stiff depending on frame and tire combinations but always reliable and bold looking. Compared to some of the latest and greatest new alloy clincher wheels they are a little sluggish. The Hed Ardennes and Zipp 101 are both in the same weight range as the 2011 SL's (+- 1480grams) but the newer wheels are posting significantly better wind tunnel numbers.

With aerodynamics now measurable and seemingly the most important indicator of speed on a race bike it seems the Ksyrium style spokes and angular machined rims are a deal breaker for our beloved SL's. Thus the ride quality and reliability remain but the SL's can no longer be considered a race wheel. They have been relegated to training and strong all rounder in our books.

$999 at retail the Ksyriums are not exactly fantastic value given the notion $$$ equal speed but they are possibly the best value if you look at it from a $$$ for reliability, confidence and now classic looks.

Let me know what you think - clive at glorycycles.com

Cinelli Saetta Review

2011-06-03T08:29:00.003-04:00

Cinelli is the quintessential Italian brand. It bears the name of it’s founder Cino Cinelli with great pride and has a long history in the sport both innovative and traditional. After all it was Cinelli who introduced the cork style bar tape, pioneered the nylon shell saddle the clipless pedal and dominated the handlebar and stem market for years. So what!. If all carbon frames are made in the same factory's using the same materials and all starting to look like tarmac. Why would you consider buying a bike from a brand like Cinelli over the many other brands out there. I set out to find the answer to this and also I wanted to establish if any of that innovative spirit and cycling heritage still exists and if it does how it stacks up to the competition.

The Cinelli Saetta I tested was equipped with a Shimano 5700 group set which BTW rides almost as well as my Ultegra 6700 does and looks really cool in a flat black. The Saetta might well have some of the most stylish tube shapes and frame design of any bike on the market. Italian style is somehow always just right and with that in mind the Cinelli Saetta stands out for me as a contender on it’s looks alone. Something about it had people who know the brand and those that have never heard of it stop and take notice.

The frame is constructed from 30 ton high modulus carbon fiber, has alloy drop outs and a Columbus carbon fork with an alloy steerer (the Saetta Sprint has a carbon steerer) All round it’s a pretty heavy frame coming in over 1200 grams. The finish is really nice and the white color a beautiful standout white in contrast with a striking metallic blue. The only visible carbon on the frame is two lightening bolt shaped windows on the chain stays, this has to do with cost. It’s less expensive to spray over carbon than it is to ensure it’s neatly laid.

The Saetta has a race geometry but the materials and components of a sportif bike making it a pretty interesting machine. The beefy bottom bracket is stiff yet the curved top tube ensures comfort. Designed and described to be stiff yet comfortable I can say it is just that. The Saetta is fun to ride without a comfort penalty. The 1 1/8th inch straight steerer is standard on framesets in the sub $2000 price range. The curved blade Columbus fork took me back to a time before the straight blade fork and reminded me just how well this design worked. Something about the curved fork kills road vibrations and makes for a really steady ride. In many ways the Saetta was like the Look 566 I had tested last year. It’s a really healthy mix of tradition and technology and a pleasure to look at and ride.

During the test ride process I decided to make a change to the position of the shifters on the handlebars and had to remove the black Cinelli cork tape and replace with some no name tape I had lying around the house. Getting out on the bike with the new tape was a shocker - the synthetic feel of the tape was terrible in contrast to the natural cork tape Cinelli brand tape and I realized I had become accustomed to the cheap imitation cork most of us use when I could be using the original stuff which is clearly better - lets face it there is nothing like the original - “Nothing tastes like a Coke”
The Cinelli bar, stem and seatpost were in a way similar. Proven designs that are still used because they work and not changed to create marketing buzz - the Cinelli handlebar had a really good bend to it and the diameter of the bar felt a little larger than the popular FSA and 3T bars I have been using once again going back to Cinelli was a pleasant surprise.
The Cinelli branded saddle was made by Prologo and hard as rocks - at first i was not crazy about it but as the weeks past I came to like it more and would leave it on if this was my own bike.

The American Classic 420’s were a fantastic compliment to the bike. They made it look great, lose weight and roll fast. The Saetta is sold in the USA as a frameset in red ot blue or as a complete bike with either 105 5700 or Campagnolo Veloce but the 420’s are not stock on the bike.

Bottom line - the Cinelli Saetta is a modern carbon bike. I it holds it's own with the best in it's category. Yet owning one goes a little deeper than performance. If all was even and carbon bikes in the $2000 - $3000 range are made from the same materials in the same facilities then why not go for something that inspires and pleases the owner. More than just fun to ride and own a Cinelli Saetta will make you proud to be part of the ongoing Cinelli cycling legend.

Masters Racers Consider This - Tour of Friendship, 5 days in Thailand.

2011-05-09T00:04:00.002-04:00

What do you think about during the hot tense minutes of a bike race? The course, the competition, the way you feel at that very minute. I guess it's a mixture of all the above and a whole lot more that cannot come to a conscious level at that exact time because of the fervor pitch of concentration and physical pain. It's this that makes masters category racing a fantastic opportunity for a hard working committed family man to recover just a little bit of what it is inside him that makes him who he is. It's the closest we come to our primitive self. You have to be lean, aggressive and smart to succeed. It's a perfect testing ground for ideas and digging hard into feelings like aggression or testing your courage and if things don't work out as planned you get to do it all again in a race a week later.

Almost a no lose proposition. If you can appreciate this you really should consider the 2012 Tour of Friendship. A five days of competitive racing in beautiful Thailand. It's going to cost money and take some planning and of course a hefty gift/bribe for the lady in your life, but it's more than worth it. Give me a few more paragraphs to make the point.

It's hot in Thailand and it rains like nothing you've seen before. You get soaked and sunburnt. Negotiating your Wholefoods digestive system through the local food requires some real planning and if you fly from the States you probably have 3 layovers and at least 24 hours of travel time. What you get in return for this more than makes up for the obvious drawbacks. You make friends, you work together with them day after day and you learn more about yourself than you can expect. You become a better cyclist but that cyclist is more than just some guy on a bike that cyclist is who you are inside. Stronger, more resilient against challenges and armed with more patience and worldly perspective. Five days of pushing the body as far as it will go and that "little more" to assist your team mates, five days to execute and rethink race strategy, five days to connect with your ability. You get off the plane after the race with a phone full of pics, busted legs, dirty bike and clear head.

Me starting the TT on day one - it was the start of more than a race.

Barriers to entering the race are low. The organization is welcoming and all they want to see is you sign up pay the entry fee and participate in the spirit of the race. Tour of Friendship is exactly that. No license or pre qualification needed, smash it at the front with the best Asian amateurs or roll in at the back with newbies and has-beens from all over the world, either way you get the same friendly treatment from the race organization.

The roads in Thailand are a mix, sometimes great and sometimes terrible. From fast moving highway where a swarm of race marshals on mopeds control traffic and guide the Peloton through busy towns and the outskirts of Bangkok to smooth Tarmac rolling through national parks with monkeys and elephant the only hazards.

Over 200 bikes transported on two large trucks, I calculated the value over $1mil US

The riders and equipment are an eye opener for anyone from the States or Europe. Asian riders are fanatical about equipment and the sky is the limit with these guys. Dogma - Super Record - Bora 2 no big deal. The teams are well organized and make the racing very interesting. Cannasia, Champsys, Neilpryde bikes all ride a mean race but it's completely acceptable to ride solo, ultimately you challenge yourself.

It's hot but there is always water at hand, these guys are fantastic.

Thailand is beautiful. The people have something very special about them, they smile and have patience - no wonder Thailand is known as the land of a million smiles. For me the experience was one of a million smile/miles. It's the stuff podgy masters racers like myself dream of.

Campagnolo 11 Speed Tri and TT Components for 2012

2011-03-31T22:27:00.006-04:00

Campagnolo do this every time - Not "first to market" but always "best to market". That's at least what it looks like from this early press release for Campagnolo 11 speed Triathlon and time Trial components.

Return to zero shifters with matching aero brake levers and aero calipers - it's a dream come true for that over the top speed rig.

Stock for these came available June 17th and the response was really strong.

Designed and created at the Campy Tech Lab, the range includes new bar-end gear shifters, cranksets and brake levers which can all be used with 10 or 11 speed Campagnolo systems.



Campagnolo TT 11-Speed Carbon Shifter Set $399.99	Campagnolo TT 11-Speed Aluminum Shifter Set $249.99	Campagnolo TT 10-Speed Aluminum Shifter Set $249.99



Campagnolo TT Front Brake Caliper Lateral Pull $79.99	Campagnolo TT Rear Brake Caliper Lateral Pull $79.99	Campagnolo TT Rear Brake Caliper Straight Pull $84.99



Campagnolo TT Carbon Brake Levers $189.99	Campagnolo TT Aluminum Brake Levers $99.99

Click here for details:Campagnolo 11 Speed Tri and TT

American Classic 420 Aero 3 Review

2011-03-30T00:00:00.000-04:00

The Aero 420 has been an American Classic favorite for more than 5 years and with recent developments in wheel technology it's unlikely that a wheel this old is worth considering when looking to for the ultimate aero clincher. Testing the new 420 Aero 3 proved this wrong and got us thinking that developing and improving a product over time trumps the more popular "latest = greatest".

American Classic have morphed almost everything about the 420. The hubs are redesigned, the spokes and spoke pattern are different, the rims are still 420 grams and 34mm deep but the brake surface has been improved and the wheels look completely different. The sum of these changes dramatically alter the ride of the 420's and the new version of this wheel is a huge step up from earlier models. If wheels were evaluated on performance + durability + price the 420's are right up there as one of the best ever wheels. At 1530 grams and 34mm deep, superbly reliable and $1100 it's hard to find competition for the 420. The drawback here is they are not exactly the best at anything. 1530 grams is not super light, reliability is hard to quantify and $1100 is still a lot of money even of carbon clinchers are now more than $2500. The 420's do however come in as an excellent all rounder, ideal for using every day, winning the group sprint and competing in a tri or TT.
On the road the 420's provide a fantastic ride sensation. They spin up fast, feel lively and sure. I did some quality training miles in the rain and hills and some pretty competitive masters racers around South Carolina and the 420's were ideal for all applications. Gone is the flimsy feeling in the front wheel of the older 420's and gone is the springy feeling in the rear I had experienced with a pair of 420's I had owned some years back. The redesigned rear hub with it's oversize alloy axle and repositioned bearings felt stiff while the freehub engaged firmly without hesitation. The bladed spokes are rigid and the American Classic factory build was sufficient for me not to have to true the wheels at any time. They are as true now after 8 busy weeks as they were when I pulled them out the box. Other positive ride qualities of the 420's are the lightness and maneuverability of the front wheel, ideal for racing and sprinting I felt the front wheel was very light and stiff for an aero wheel and this gave me complete confidence navigating a fast moving field. The 420's were also windproof, at least for me at 175lbs (79kg's) no feeling of gusting and been blown around even on fast descents.
On the downside the braking surface of the 420 rim has a pulse at slower speed. When pulling up to a stop on a steep incline you feel the rim join passing through the brake calipers. At speed this is not as pronounced. You also have to love a bold look and it better be red and white or white and red. The 420's looked killer on my all black NeilPryde Alize. They also looked good on a blue/white Cinelli Saetta, so may be no downside to the color as long as you like wheels that stand out.

Back to application and tires. The 420's are bombproof, light and aero. Throw on some GP 4000's and ride them all winter, throw on some Schwalbe Ultremo ZX'x and they are much lighter and racier. In short the 420's can do it all. So if you are going to do all your riding on one pair of wheels consider these.

SRAM Red turns Black - New SRAM Groupset

2011-02-22T18:08:00.000-05:00

You know the bike business is changing when there are scheduled release dates for product the same as it's done in the music business or self appointed release dates like the giant Apple do.

We were given info about this some weeks back but sworn to secrecy and threatened with "you will never work in this town again" if we leaked any images. With that said today is the official release date and SRAM red is now black - No change to the group set only the silvery titanium finish is now black.

We had a SRAM Red Black equipped bike in our workshop today and have to say it's a really cool looking kit, sleek and stealth looking no questions about it. One of the best groups on the market just got cooler.

Expected in our warehouse "March 2011" not exactly sure what day in March. Price is YTBD but we are expecting it to be the same as the current group.

Pre-orders - Yea lets do it! clive@glorycycles.com

This is the SRAM press release

"After the success of the Limited Tour Edition (LTE), starting February 2011, SRAM RED will be available in a new color option: Black. With market trends more and more focused on product customization, SRAM offers another choice to consumers and customers.

The Black RED groupset adds an elegant black finish (rear derailleur, front derailleur, and brakes), while the modern silver graphics are maintained. This new color option matches perfectly with all the framesets on the market. Black is the trendy colour this year.

The groupset includes shifters, rear and front derailleurs, brakes, cassette (same as LTE, w/11-28 option), crankset with black anodized rings, ceramic bottom bracket and chain.

Features and benefits stay the same as the original SRAM RED, as it remains the world’s lightest gruppo, approaching 1800 grams in the BB30 version

Chainrings are now black - check back in a few weeks, we are initerested to see how the teeth look after some use and how scratched up the inside of the big ring gets.

No change to the shifters.

Cool black finish on the back of the cassette.

Jagwire Cables with Campagnolo 11 Speed Components

2011-01-04T16:08:00.000-05:00

For 2011 Campagnolo are offering there cable sets in Red and White a great idea for color coding your bike but what if you want some other color of don't want to spend a small fortune on bike vanity.

Jagwire Racer Complete Cable Kit - I say to you. Almost any color you could want and perfect shifting with Campagnolo 11 speed. I have used this on two of my own bikes and built a lot of bikes with great success. Even on my Ridley Noah with it's internal gear cables the Jagwires are smooth enough to allow flawless shifting.

The Campagnolo cables are better quality. Even to the naked eye you can see the stainless steel Campy uses is smoother and everything about the original Campy set oozes quality but once installed and adjusted the Jagwire cables work equally well shift for shift.

Longivity. I have always felt shifting performance improves a great deal with new cables and housing. Not exactly sure how many shifts or miles before a cable set loses it's crispness and perhaps it's just the rebuilding the bike adjusting and cleaning that makes the difference but either way I have not used a set of the Jagwires to the end of their life. They are good for as many miles as my fickle taste.

No questions about Jagwire for Shimano and SRAM 10 speed groups as this is what they were originally intended for. Once again Jagwire are the better price and color option.

Do it! Tires, cables, cages, saddle, saddle bag and bar tape all hot pink!!

Neil Pryde Diablo Review

2011-01-02T22:23:00.013-05:00

2010 has been a great year for writing bike reviews. Pinarello Dogma 60.1, BMC Team Machine SLR01, Eddy Merckx EMX 5 - all great to ride and exciting to review. Some time around October I was ready to hang up the wheels, hit the gym and do some running. Then along came my new Neil Pryde Diablo and I developed a chronic case of NBS (new bike syndrome). So far this has really worked out. The extra motivation meant more miles and the extra miles meant better condition and the better condition means more motivation for the 2011 season. It’s a perfect storm.

Neil Pryde Bikes entering the bike market has been met with some interesting response from the cycling community, who can quite rightfully be described as progressive yet stodgy. Comments like “who needs another bike brand” and “go back to the beach” seem to represent one camp while others are truly impressed how Neil Pryde brought BMW Designworks to assist in the design of the Diablo and bring the bike to market at prices well bellow bikes of the same caliber with a consumer direct model.
Neil Pryde Bikes has cut a new path in the bike business, I guess this answers the question, “who needs another bike brand” - we all do if that brand is going to bring something new like Neil Pryde has. www.neilprydebikes.com for the full story and technical info.

Bring on the bike. First ride out was big for me. I had committed to working with Neil Pryde Bikes before I got to ride any of the bikes. I liked the way the company approached the design and distribution of the bikes but had no idea how they would ride. If the bikes performance was lacking I would most likely not have written a review. But the Diablo is really impressive and here is why. It’s a full throttle race bike, really light and the weight to stiffness ratio might be one of the most extreme I have felt in any bike. Equipped with Dura Ace 7900 group (no substitutes), FSA SLK bars, stem, seatpost and Mavic Ksyrium SL wheels - it’s ready to race right out the box.

The most remarkable characteristic of the Diablo is the way it feels out of the saddle on a steep climb. Its stiff up front with the widest top tube and hugest fork crown on the market. When you get out of the saddle and put your full force on the pedals the rear end is stiff enough but it’s the super solid front end that makes out of the saddle climbing feel fantastic. Descending on the Diablo is equally exhilarating, this is a bike you can really dive through corners on. There is no second guessing - it’s a straight arrow. You read this quite often in bike reviews but re-read the last line - I really mean it. The Diablo is very smooth and firm and allows you to be exactly where you want to be descending and cornering. What’s the catch? There is one, the large cavernous headtube and downtube resonate sound and don’t make this a bike for relaxed recreational cycling. It’s like a real sports car, don’t expect the Diablo to ride like a mom van.

As stiff as it is, the Diablo rides very smoothly in the saddle but this took a gutsy move on behalf of BMW Design Works and NPB. They opted for the retro standard 27.2mm seat post while all other bikes at this level have either integrated seat posts or the larger diameter 31.6mm. The downside is the bike would look better with the larger diameter post but it flat out rides better with the more forgiving 27.2mm. Neil Pryde designed their own post clamp and were bold enough to bring some water sport inspired looks to it’s rubber cover. The upper rubber ring marks the saddle height should you remove the post for shipping and prevents moisture and sweat from penetrating the frame.

Braking. My test bike has a Dura Ace 7900 group which is well known for its braking power and when combined with the super beefy Diablo fork it makes for the best braking you could ever want from a bike. The fork does not vibrate at all no matter how hard you break. The Diablo is a killer for breaking hard into a corner and accelerating out again.

Weight and frame shape. The Diablo frame comes in well below the magic 1000 gram mark and the complete built Dura Ace bike weighs 6.75kg (14.9lbs) which is a good bit below the UCI legal limit for a road bike. That’s out of the box with no modifications. Very impressive for a bike this stiff. So stiff in fact the Neil Pryde publish the EFBe test results on their web site for all to see. Given that Neil Pryde has been working with carbon longer than most bike manufacturers and BMW are who they are, I suppose it’s no surprise that this bike is impressive.

Replaceable derailleur hanger, internal cable routing for the rear brake, english threaded bottom bracket and 1 1/8th to 1 ½ inch headset bearings on a monocoque fork round out the rest of the frame. It’s all pretty standard stuff for top of the line bike. The Diablo’s finish is perhaps a cut above most. The colors of the white/red are very rich and the paint seems to be durable with a nice smooth finish. The matt black/gloss black frame is striking yet subtle and can be dressed up with almost any color cables, hoods and tape to be a real jaw dropper. It’s an understated look that is aggressive without being arrogant.

This bike has character. If you sat on a plane ride next to Diablo you might come away feeling you'd want to know more about that good looking, ballsy character just starting out in the bike game. One thing is for sure, you know you will be hearing more from him.

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www.cyclingnews.com iPhone App Reviewed

2010-12-22T09:16:00.007-05:00

I have been reading www.cyclingnews.com for years. Not exactly sure how many years but it's part of my psychic makeup. Enter the new iPhone App and cycling facts, race results and doping scandals are about to become part of my very being.

Reading www.cyclingnews.com on an iPhone was possible before but rather clumsy with the new app it's fast and easy. I would encourage anyone who loves cycling and has a smart phone to give it a try.

Easy to install and very simple to navigate with news, features, blogs and protour team info this app is going to be my only reason to owning a phone in July.

The news section is especially useful. Headlines are easy to read and articles load quickly. 25 articles are visible in the que at any given time and when you find an article you like it can be stored in the "saved articles" folder. Pictures load fast and can be flipped through or viewed in a gallery.

It's free and there is no advertising, maybe advertising comes later??.

Fact of life - the best things in life are free.

Craft Siberian Winter Glove Review

2010-12-05T22:46:00.002-05:00

Cold weather cycling without the proper equipment can be downright painful. As we all know it's the hands and feet that feel it first in lower temperatures. The right winter cycling gloves can make all the difference and allow you to get out more often and stay out longer. Over the last three seasons Craft Siberian gloves have done just that for me.

I purchased my Siberians before a trip to Italy to ride with the guys from Lampre, it was going to be below freezing and wet. I was living in Florida at the time and a little out of the loop with good winter gear. Turns out it was a great choice. I now live in Greenville, South Carolina and do a lot of cold weather riding. Almost three years down the road the Siberians are going strong, they still look great and show almost no wear.

On the low side. Craft Siberians keep my hands warm until just below freezing. My fingers start to feel the cold around 29 degF (-1 degC)

On the high side. For a glove that is good below freezing the Siberians are great when it warms up. I find I can keep them on for the entire ride most often and don't need to carry a second pair of gloves and stuff these into my pockets. They start feeling stuffy around 55-60 degF (15 degC).

Getting them wet. Don't do it. Craft Siberians are not waterproof, they manage a slight shower well but not a downpour. Water soaks right through and they become ice blocks. Used with a over shell they would be great in some really extreme conditions but they are not a do-it-all glove if you ride in below freezing wet conditions. So no Siberian winter for the Siberians.

Grip and feel. Perhaps the strongest characteristic of the Siberians is handlebar feel and grip. For a glove that manages the cold as well as they do they are not very bulky and feel pretty good on the handlebars. I have used them on my mountain bike and in some hard cornering road rides and they perform great. The synthetic leather palms are not heavily padded and have rubberized dots to enhance grip. They are reasonably nimble when zipping, unzipping, pushing computer and light buttons etc.

Get a pair if you want to keep riding through the winter and not let cold hands scare you off. They might not be the right glove for a winter cycling sadist. If you are the latter I suggest look toward a glove layering system and rubbing your hands with some hot embrocation before you go out.

Comments welcome, thank you for reading.

Clive de Sousa

Custom Built Carbon By Viner - a dream come true.

2010-11-16T00:06:00.002-05:00

Imagine a no compromise carbon frame hand made in Italy to your exact specifications.
Not only custom geometry but custom feel and carbon layup. You can do this right now through Glory Cycles and we expect the frame to take no more than 6-10 weeks to be delivered to us in the USA.

Viner have been manufacturing world class classic Italian race bikes, in Italy since 1947 and still use many of the proven techniques passed down from the master craftsmen who made the name famous through the decades. Only the materials and technologies have changed, Viner now use the highest quality carbon and the most advanced manufacturing techniques combined with old world craftsmanship.

Carbon tubes are precision mitered.

First chose a model that suits your budget and riding style, then establish suitable geometry and size to best suit you and the type of riding you plan on doing. After that custom tune the bike to your style and weight(Maxima only). Make it as stiff or comfortable as you need and finally make it your own with custom color and features like integrated seat posts and bottle mounts.

Mitus frame almost complete with integrated seat post (ISP)

Custom geometry is carefully constructed as it has been for decades

Partially completed frame held in Viner factory gig while tubes are bonded to lugs

Glory Cycles sales staff will walk you through each step and with just the right amount of guidance allow you to create the bike of your dreams. Contact Clive for details.

Zipp 404 Carbon Clincher Brake Pad Considerations

2010-11-08T15:50:00.005-05:00

After writing my Zipp 404 Carbon Clincher review I got quite a few e-mails and phone calls about a statement made in favor of the Yellow Swiss Stop over the new Zipp cork brake pads.

I had written that the Swiss stops felt better than the Zipp's. After some additional testing I am going to stand by what I said about feel but add something new about safety. If you are riding any brand of carbon clinchers safety should be more of a concern than feel. One of the test engineers at Zipp "Jason Fowler" took the time to educate me on carbon rim braking and how Zipp had tested and developed the carbon pad they are recommending for the 404.

Bottom line - The Zipp cork brake pads might not feel as good as the Yellow Swiss Stops but they generate less heat and are a safer product.

Here is what Jason said "As with many questions of this nature, there’s really no absolutes in evaluating pads. As you know a lot of it comes down to personal preference in terms of modulation vs. grab, rider style and ability, terrain, etc. That said, I’ll try to answer these questions as best as possible; please let me know if anything requires clarification or some additional data.

I believe we were actually the first company to come out with pads specifically engineered for use with carbon fiber rims. Our recommendations for our carbon fiber wheels are either our Tangente pad or the carbon/carbon pad. Both were developed specifically around maximizing dissipation of heat in the brake pad/rim systems but with slightly different performance characteristics in mind otherwise. The older carbon/carbon pad is actually very slightly better than the Tangente at dissipating heat, due to the fact that it is constructed using a matrix of rubber and pitch fibers having extremely high thermal conductivity. Those fibers are actually remnants from the process of manufacturing the brake rotors used in F1 cars and are a by-product of our years working in and with the racing industries. The carbon/carbon pad wears more rapidly relative to some other pads on the market (including our Tangente pad) but this is also by design; the intent of this pad is to shed pad material when it reaches elevated temperatures rather than melting to the surface of the rim. While this results in the need for pad replacement more often, it greatly reduces the wear on the rim associated with initial heat dissipation and avoids exacerbating the problem, which is what occurs when pad material melts onto the surface of the rim. Not only can it lead to uneven braking performance due to variation in the effective width of the brake track brought on by the rubber deposits, but the deposited rubber further insulates the rim and contributes to increased build-up of heat. The Tangente pad offers a significant improvement in wear relative to the carbon/carbon pad with nearly identical thermal performance characteristics. It offers a bit more modulation although it does suffer a bit in wet performance. Obviously, the Tangente pad is not suitable for use with aluminum wheels as it is a cork composite. For riders in hilly to mountainous regions, the carbon/carbon pad can be an excellent choice for an aluminum clincher, as it can mitigate heat build-up with a rider that is a bit unsure of their descending ability and thus rides the brake pads. While aluminum conducts heat quite well relative to a carbon fiber rim, it is still possible to induce tube failure due to heat.

The SwissStop yellow is obviously a very popular pad and for good reason. I feel it warrants a special mention due to some of the issues we have seen with its use with both carbon clinchers and tubulars. The pad offers excellent braking power but is prone to melting to the surface of the rim under prolonged application. We have seen that it is possible in this situation to damage the rim as a result of the elevated temperatures achieved due to the presence of the deposited insulating layer of rubber. That said, this is extremely dependent on the user. The power afforded by this pad is sufficient that such prolonged application of the brakes would be highly unlikely to be necessary in the field, but in the case of a large rider applying the brakes continuously on a significant grade, it is conceivable that such damage could occur. This is not unique to the SwissStop pad but I wanted to mention it in particular due to its popularity.

In terms of concrete numbers, we’ve developed a series of internal tests as we felt the existing EN norm was not sufficiently rigorous because certain rims known to have field failures were not failing in a lab setting. Some tests were developed specifically to replicate a larger rider descending a 20% grade while others were designed simply to impart a significant amount of braking energy to the wheel until a failure results. This testing has consistently shown that each of our pads generate at least one-third less heat at the braking surface of the rim relative to some of the more popular pads on the market. A small reduction in rim temperature can be very significant when you are operating at elevated rim temperatures as even a small reduction in temperature can mean the difference between operating below or above the glass transition temperature of the resin system employed in the rim; however, in this case we are seeing deltas of up to 200°F. There are pads on the market that will provide more stopping power at a given lever force but this comes at the expense of feel and added heat build-up. We feel that between the two pads we offer we have struck a good balance of pad durability, stopping power, feel, resistance to fade, and most importantly, thermal management for the rim itself. Just as a reference, I’ve attached an image from our infrared camera that we use for tracking temperatures throughout the rim in our testing. The wheel and rim are somewhat obstructed by the infrared thermocouples attached to the machine that are used to evaluate a specific area of the rim and the contact thermocouples used to record brake pad temperatures. Unfortunately, the resolution of our $20k camera is not so good as you have to get to around $50k before you get decent image resolution."

This is the image Jason provided. I am not saying it's concrete evidence the Zipp pads generate less heat because I do not have 50K to buy the camera and do a comparative test but I can say I always feel confident with Zipp R&D. Zipp have done their homework on the subject and I will be cribbing from them just to be safe.

All the available Zipp pads listed below: Since this article was written Zipp have released the new Platinum pad. Not yet tested but they promise to be another step in the right direction from the guys at Zipp who take cabron braking and pads very seriously.



Zipp Tangente Platinum Pro Brake Pads $39.90	Zipp Tangente Cork Brake Pads $69.90	Zipp Carbon Brake Pads $24.90

Zipp 404 Carbon Clincher Review

2010-10-20T21:35:00.012-04:00

Some years ago I was told by the former owner of Zipp that the carbon clincher was a long way off and might never happen. Zipp had been testing carbon clinchers for years but were not satisfied with the way carbon dispersed heat caused by braking and this was a safety concern.

Zipp now have an all carbon clincher and they are very proud of it. Will it stand up to the promises made in that smooth Zipp marketing?

First ride out on the Zipp 404 carbon clinchers I was sold as in SOLD. I need a pair of these for myself they are fantastic.

Smooth and fast - really smooth and the speed advantage they provide noticeable. Out on my regular morning ride around Paris Mountain, SC I was pulling away from my training partner where he normally pulls away from me(he is bigger and a few doughnuts ahead of me) The speed was accompanied by comfort almost as if the rim acted as a dampener very unlike any other deep carbon clincher. Normally wheels like these are very stiff and unforgiving.

Out of the saddle and when cornering they are very direct and stiff, not losing a ounce of power or momentum. I remember earlier Zipp tubular wheels felt as is they did not hold speed well? I might be making that up but whatever the old rims did or did not do the new rims do everything better.

In the wind they don't feel great, the 58mm deep front rim catches the wind and "self steers" at speed. The 404's are no worse than any other deep carbon rims but just to be clear, all that high tech magic cannot solve this issue. If you are a smaller rider and ride a lot in windy conditions then these are not ideal do it all wheels.

Braking on carbon wheels is never as good as alloy but it's getting better. The 404 Firecrest brake pretty well with the Zipp carbon specific pads, better with Yellow Swiss Stop and not that bad with regular Dura Ace pads(I don't recommend this - just wanted to test and compare) The braking on the Firecrest clincher is better than the tubular 303 it does not grab as much at the joint and is smooth and powerful enough to make the carbon braking dilemma a thing of the past. The new 404's also ride smoother than earlier zipp carbon wheels, they feel well balanced on a smooth road and there is none of the "hop" I felt with Zipp carbon tubular wheels. Check my review of the 303's this was one of the biggest issues I found with them.

My test wheels came with the 23mm Zipp Tangente clincher tires, these performed remarkably with the 404's. The Firecrest clincher is a lot wider than anything else on the market(25.5mm at the tire bead). Zipp have designed the rim to compliment a 23mm tire and allow it to be ridden at a slightly lower pressure and the combination is supposedly more aero than any other clincher - I believe this, I felt the speed.

The new Zipp skewers are really neat, the cam is powerful and smooth, further evidence of Zipps commitment to creating the perfect wheel. They have a aero shape that looks great with the aero cone nuts on the 88/188 hubs. Not a big deal or a deal maker but a nice touch and perfect compliment. The Zipp wheel bag that accompanied the test wheels was pure pleasure as well, no other bag on the market is as well thought out or as practical 10/10 for the bag.

Silver spokes and hubs are not my bag. I wish these were available in black. On the Neil Pryde Alize matt black they looked striking but on many other bikes black might be more appropriate. When you pay this much for wheels you want to be able to chose the color. No biggie.

All-round I love these wheels, I will be recommending them with confidence and I will be working hard to buy a pair for myself. Retail on a pair is $2700 which is steep but well worth it if you are contemplating dropping this kind of cash to not get dropped yourself.

For a complete explanation of the technological behind the Zipp 404 Firecrest wheels I suggest a visit to www.zipp.com they do a fantastic job getting their message across.

e-mail me for more info or visit my web site if you are considering purchasing.

Best regards

Clive de Sousa

Which Crank Length is Right for You?

2010-10-19T11:17:00.005-04:00

This is a question that comes up often, my friend Simon Kessler gives some very useful insight.

Simon is the founder and name behind www.simonsayscycling.com & http://gourmetcyclingtravel.com

Longer or shorter?

Does it really make a difference?

I have been cycling for over 23 years and have raced and trained with crank lengths ranging from 165mm in length on the track to 177.5mm on the road.

When I raced in France in the 90s, the trend was to use longer cranks. We saw relatively short cyclists like Hinault and Lemond using 175mm cranks. Mark Madiot won Paris Roubaix twice using a massive 180mm crank length. In Italy shorter cra

nks were in fashion. The tall Franco Chioccioli won the Giro on 170mm and Michele Bartoli, the great classic rider, raced 170mm cranks throughout his career.

In the early 90s I was fitted by the same bike fitters who set-up Lemond, Hinault and Indurain. They recommended I ride 177.5mm cranks. I tried them the following season but never felt efficient with such a long crank.

In recent years I have noticed a trend among some cycling experts to recommend shorter cranks. I personally now prefer a shorter crank of 172.5mm in length even though I am 6'1" tall.

In a recent webinar I attended with Andy Coggan, he presented scientific data showing that big changes in crank length did not significantly change performance. He also went on to say that the optimal length for most cyclists is probably under 170mm in length.

3 ways to determine your ideal crank length -

1) Your Height and Leg Length

A 170mm crank length for a shorter cyclist may feel the same as a 175mm crank for a taller cyclist with a longer leg length. Therefore, shorter cyclists usually feel more efficient riding shorter cranks compared to taller cyclists who often prefer a slightly longer crank. This may not always be the case however, as sometimes we see shorter cyclists who are able to spin longer cranks very efficiently. Some examples of this are Fabian Cancellara spinning 177.5mm cranks at a very cadence and Lance Armstrong spinning 175mm at 110rpm+ like a machine.

2) The Type of Cycling

For cycling that requires lots of accelerations, sprinting, and high cadence riding, a shorter crank is better. For most cyclists this will be between 170-172.5mm. For longer road riding with lots of hills, mtn biking where you need good leverage at a low cadence, and time trials (depending how extreme your position is), a longer crank length of 175-177.5mm is usually better. If your time trial position is very low then a shorter crank will give you less resistance at the top of the stroke and may work better.

3) Power & Feel

In my experience, your best crank length is the length of crank where you produce your best power while feeling very smooth, relaxed, and circular in your pedal stroke. This crank length will vary depending on the cadence requirements for the type of cycling you are doing (see #2).

Possible Signs that a shorter crank will work better for you -

Feeling resistance at the top of the pedal stroke
Feeling like you your pedal stroke is choppy (not circular) at a higher cadence
Experiencing pain in the front of your knees
Lower back pain

Even though a correct bike fit is more important than having your optimal crank length, it is still good to be aware of the subtle difference crank length can make to your performance and pedaling efficiency.

Thanks for read,

Simon Kessler

Professional Cycling Coach, Simon Says Cycling, LLC

www.simonsayscycling.com

Fizik Antares, Arione and Aliante Comparative Review

2010-08-05T22:53:00.007-04:00

Fizik Antares, Arione and Aliante Comparative Review by Clive de Sousa

Shopping for a saddle is about as hard as writing a review about a saddle. It’s difficult to put down on paper the way a saddle feels when ridden. With that said some saddles are a much better fit than others and for this reason there is a ever growing selection of saddles to chose from. The obvious challenge is finding the one that's right for you. Without riding a saddle there is no way to know for sure but we can always try.

Fizik road saddles fall into three categories according to their “Spine Concept” which takes into account rider flexibility and hip placement rather than the traditional saddle width and foam density. An interesting idea which had to be put to the test. I had ridden the Antares, Arione and Aliante before but wanted to ride and compare the three so I set out over a 9 week period switching saddles every week. Not a very scientific but more of a real world approach.

Fizik Arione Review.
Arione is described as suitable for the snake. Ideal for a rider with a lot of flexibility who uses the entire length of the saddle. I get this, the Arione is longer than any other saddle and has a narrow nose you can shift around on and find your power spot. Completely flat from nose to tail the Arione encourages the rider to shift front to back. No surprise this is a saddle favored by Fizik sponsored sprinters. I find the Arione reasonably hard and not the most comfortable saddle but a real high octane performer. It’s not my personal choice but might have been years back when I was racing. Arione has another unique feature that is notable “wing flex” when climbing with the Arione gives way to your thighs when you shift right back in the saddle, feels good when you really push back on the saddle and does not dig into the inner thigh.
The Arione is very stiff, unlike the Antares it does not give that hammock effect and maintains it’s rigidity.

Fizik Antares Review.
Described as the Chameleon in Fizik marketing speak. Intended for the all rounder and mid way between the stiff bull and the snake. I don’t know about all that but can say it offers everything most of us would ask for in a saddle. It’s light and has a lively, responsive feel. The shell flexes and the foam padding is forgiving but not squishy. The Antares is flat nose to tail but wears in after some time and get’s a banana like dip in it. Something to note here is the rails come very close to the nose which has been a real issue for some people. If you tend to drift toward the front of your saddle the Antares might not be for you. The shell begins to hammock and it contacts the rails about 3cm from the nose creating a hard dead spot right where you don’t need it.
Antares is wide in the rear and has a unique shape that tapers off very quickly on the sides it’s almost square and is described by Fizik as having more surface area than any other saddle. This feels great when climbing or riding more upright making the Antares a saddle ideal for someone who rides a lot on the hoods and tops of the bars.

Fizik Aliante Review.
Aliante is the saddle that got Fizik recognized as a real contender in professional cycling, it’s been around a long time and is often overlooked by saddle shoppers when it should not be. Fizik describe it as the saddle intended for the Bull. That's many of us, we ride upright and stiff. During these test rides I was recovering from a back injury and found the Aliante quite a relief to my lower back stiffness. The Aliante allowed me to keep my pelvis from rotating forward and kept my lower back rounded.
Aliante comes in 3 versions, Gamma with a nylon shell, Kium with a carbon/kevlar shell and the all carbon rail with carbon/kevlar shell. The shape is the same all the way through but the saddles perform quit differently. The all carbon saddle is in a different league to the Gamma model. The carbon shell does not flex much but it absorbs road vibration and offers relief in all the right areas. Aliante has the softest padding of the 3 saddles reviewed. I found this was a better fit for me when I was not able to get more than 10 hours a week on the bike. Simply put my ass get’s soft when I am not logging big miles and softer saddles are better for soft asses. When I get to do 20 hours a week I might go back to one of the ultra hard saddles those 120lb guys ride but for now the Aliante is a much better “fit”
The Aliante does not allow the rider to shift around much so it's important to take the time to find the perfect fore-aft position. It pretty much commits you to one position on the saddle, the exact oposite to the Arione.

Something else I picked up while testing these three saddles is that bike fit, saddle tilt and fore-aft position have a greater effect on saddle comfort than the saddle itself. Before you purchase another saddle consider your position on the bike and try the saddle you have in various positions. I found the Antares best with the nose up and the Aliante best completely flat. Once you get your weight distribution and balance right on any saddle you find it fits a lot better somehow.

Thank you for reading - please leave a comment.

Eddy Merckx EMX-5 Review

2010-07-13T08:20:00.005-04:00

Eddy Merckx EMX 5 Review by Clive de Sousa

I have had the pleasure of testing a lot of bikes in 2010 fortunately for me I get to test ride only bikes I chose, not exactly a science but a fantastic job nevertheless. This review is somewhat different because the Eddy Merckx EMX 5 is the bike I chose as my personal ride in 2010 and as we all know ask any cyclist how he likes his own bike and you hear how great it is. How it corners on rails, accelerates like a rocket. It's not hard to explain this given most of the bikes we ride are designed to deliver world class athletes to the podium and hardly get tested to the limits riding a group ride or century.

Eddy Merckx EMX 5 is made in the same factory as the top of the line Pinarello bikes. Surf around the web and you will find this was not to the liking of the “forum hounds” these guys felt like it was the demise of Eddy Merckx bikes and pretty soon all bikes would be made in the same factory and look like a “not-so-specialized”. They have a point but seems missed the point in this case. Why would you not love the idea of combining the most desired geometry of any road bike with the most technologically advanced production and materials?

My experience with the EMX 5 is exactly that. The geometry and materials are perfectly blended together and the result is a bike that rides fantastically under all circumstance and cannot be faulted at all for construction and quality. The EMX 5 is in other words a Pinarello Paris that has a shorter top tube, taller head tube and less aggressive steering but more aggressive lines and a super beefy bottom bracket. It’s a smooth ride that always inspires confidence and never lacks performance. It’s not an exceptionally light bike but can easily be built to weigh less than 16lbs.

Quality inspires confidence. When you take a close look at the EMX 5 you cannot help but notice how neat and clean the painted lines are in in the sun the bold lines of the frames design really stick out. I love the look of this bike more than anything else I have ever owned. The cannibals signature on the top tube and the huge X on the headtube add to the allure of the EMX 5 maybe I just got sucked in and like most of us think the bike I am riding is the ultimate?

At the time of writing this review the Eddy Merckx EMX 5 was been ridden in the Tour de France by not only the yellow jersey (Chavanel) but also the polka dot jersey (Pineau) and those bikes are not customized in any way. They are the same frame sold at retail. Watching these guys on television and owning the same bike makes me proud and leaves me satisfied that the EMX 5 is everything I could want in a bike. It’s pure riding pleasure.

Stats.

Carbon: 46High Modulus Carbon 3K Weave

Weight: 54cm Frame 1100grams

Colors: White/Red/Black Red/White/Black and Black/Red

Bottom Bracket: Italian Thread

Cables: Rear brake internal. Shift cables external

Seat Post: 31.6mm Diameter x 350mm MOST carbon

Headset: Merckx branded 1 1/8 top - 1 1/4 bottom sealed cartridge

Fork: Carbon 3K with tapered steerer

More about the EMX 5 here

Biknd Helium Travel Case Review

2010-07-08T16:35:00.008-04:00

When you see the Biknd Travel Case for the first time you have to say "why didn't I think of that?" It's one of those products thats so right.

Lightweight, offers max protection, easy to wheel around a busy airport, holds two pair of wheels and almost any bike. Small enough to fit into a euro car when you are traveling and it's way good looking.

On the down side, it requires the bike be disassembled to the point that a novice mechanic might have a hard time getting it back on the road. I do not think it possible to get around this, to get the case small enough and for the bike to remain protected it's going to have to be taken apart to at least this point.

The frame is secured to the hard plastic base with the fork fastened by a dummy quick release, handlebars are removed and strapped to the fork. Crank is covered with padding and the rear drop-outs are strapped down to the base with yet another dummy quick release. The inflatable sides each hold a pair of wheels if needed or a single pair on one side and all you"stuff can go on the other. It's genius - watch the video don't take my word for it.

On the upside, the quality strapping and padding for stem, fork blades, crank etc. Really protect the bike and hold everything in place. After a few trips with the case you get into the groove and have a routine, knowing exactly what works best for your bike.

If you are traveling and looking at cases your search is over. Nothing comes close.

Hinacapie Skin Defense

2010-06-24T21:49:00.005-04:00

Writing about sunscreen is not easy, at least not for me. Yet explaining the benefits and characteristics of Hincapie's SkinDefense is simple.

Protects from sun.
Lasts at least as long as I can ride.
Comes in a small non aerosol pump thats very practical.
Sprays on and is easy to apply.
Does not run when you sweat and when you sweat profusely it does not burn my eyes.
Single bottle lasts a long time, the spray bottle get's me exactly what I need and turns out to be good value.

Well worth a try.

Clive de Sousa

Litespeed Archon C Review

2010-06-20T15:21:00.010-04:00

Litespeed Archon C3 Carbon Review by Clive de Sousa.

When Litespeed announced they were making carbon frames I had mixed feelings, I wanted them to keep pushing the envelope with titanium and not be distracted by the "black gold" of frame building. On the other hand I wondered if they could take what they had learned from the years as the titanium masters and build a fresh new all carbon frame.

Litespeed did not hand over the design of the Archon C to some carbon manufacturer and just slap their name on it, they kept it's design in-house and developed the frame from the ground up. Using customer feedback, test-riding the competitions bikes and dissecting them like you would a soggy sandwich. Litespeed have developed an aero race bike that is comfortable and can be ridden by everyone from the racer to the weekend warrior.

Litespeed have released three carbon road bikes, Archon C1, C2 and C3. All three have the same geometry and shape but are made of different grades of carbon. I tested the Litespeed Archon C3 Shimano Ultegra bike. The bike came pre-assembled from Litespeed and weighed in at 18lbs out the box. The build is a mix of Shimano Ultegra 6700 and FSA components.
Retails for $3000 which I thought was a very fair price given the technology of the frame and quality of the build kit.

Smoother than you would expect from an aero bike and faster than you would expect from a bike this comfortable. The Archon C geometry was perfectly balanced for me, it had fantastic handling on descents and it's short wheel base made it feel snappy out of the saddle. Three weeks into the test ride someone made a comment about the seat mast been stiff. No way it's not. Other bikes I had ridden with ISP's have been far stiffer with every bit of road vibration coming through the saddle, not the case with the Litespeed. I would put it down to the design. Well done to the guys at Litespeed.

The Archon C is visibly aero but exactly what that translates to in speed cannot be measured on a test ride. I can say it's faster than a traditional bike. Riding the Archon C in a few races I was aware how the bike held a straight line in the gutter and felt fast. Similar to the way good deep carbon wheels feel. The Archon C has a shrouded water bottle design, bow legged fork that "cleans" air turbulence from the front wheel, an aero seat mast and the rear wheel tucked behind the down tube. The aero advantage the Archon C offers is greater than the sum of it's parts and noticeable to the rider.

The build kit: Shimano Ultegra 6700 is great, smooth, light, precise, crisp and sleek looking. The FSA parts are not, the wheels are pigs and the Gossamer BB30 crank is flexy and not well finished. the chainring bolts protrude on the inside and will jail your chain if it comes off tearing up the frame and forcing you to stop and get your hands dirty. The FSA handlebar and stem combo are pretty average and nothing to write home about. The Prologo Choice Max saddle is more than cool looking, it's comfy and allows the legs to move freely without dragging on the sides of the saddle.

The integrated seat mast with FSA SLK head was easy to adjust, did not slip creek or move. It was a simple cut to get the mast to my saddle height, no more complicated or risky than cutting the fork steerer tube. Once cut the mast can be cut again for a shorter rider or raised another inch or more with the spacers provided and should facilitate resale for 90% of pre-owned buyers.

Aero bars on this baby would turn it into a great tri or time trial bike and the perfect bike for long distance solo rides. With the right wheels and a stiff alloy bar the Archon C would be a crit racing monster, perfect for the solo break and respectable in a field sprint.

If you look carefully at the finish of the Archon C3 frame you will notice Litespeed's focus was on the frame design and not as much on production. Our test bikes 3K weave was a little messy in some places and even patched over with visible layers of carbon fabric.
Many bikes in this price range are painted over for this very reason and few have as much nude carbon exposed as the C3 so this is understandable. Do not look to the C3 if you are after Italian style craftsmanship.

If Litespeed's focus was designing an better carbon frame they achieved it. 5 weeks of riding the C3 and I am very impressed with its overall ride quality and blown away by it's speed.

The spirit of Litespeed's titanium ancestors lives on in the Archon C. It will not disappoint.

Please leave a comment below.

Your Best Time Trial

2010-05-18T16:34:00.002-04:00

What does it take to achieve a peak time trial performance?

There are riders who love time trials and there are riders who hate them. One thing is for sure, whether you love or hate them, time trials require a supreme effort and are not for the mentally weak.

A successful time trial is a combination of specific training, natural ability, mental strength and focus, and aerodynamics.

To be good at time trials you have to enjoy them on some level. You might not enjoy the pain of the effort but there is something compelling about the event that attracts you.

There is a satisfaction to be found when one pushes deeply through a world of pain in the quest for a victory or personal success. If you are a time trial racer I know you can relate.

My best ever time trial performances resulted from a combination of great training, lots of visualization, and a real desire to win. Plus I enjoyed the challenge (even though I suffered while doing it).

Training for Time Trials

Training for time trials is very specific to the length of the time trial. A prologue time trial which resembles a track pursuit requires a much more intense effort compared to a 20 mile+ time trial and therefore the ideal training is different.

A prologue specialist like Chris Boardman trained only 10 hours/week leading up to the Tour de France prologue (which he won twice). His training sessions included super intense interval on the track and road. A Tour de France overall contender who seeks to excel over three weeks, can’t afford to taper his training to that extent for risk of losing too much endurance.

As a coach I have had some great successes coaching my clients in the discipline of time trials. Applying my own experience and knowledge and studying the best time trial racers in the world, I have come up with a training formula that consistently works. Notable successes include a bronze medal at the World Time Trial U23 Championships and a US National Junior time trial champion.

To improve your time trial performance there are a few things you can do right away. Firstly, include one or two rides a week on your time trial bike or using aero bars. The goal is for you to become really comfortable and efficient in the aero time trial position.

Additionally, you can include a specific time trial workout each week with sustained intervals or participate in a monthly time trial series.

Natural Ability

A time trial is a true test of a rider’s ability over a longer sustained effort. A great time trial specialist needs lots of natural talent and has to be willing to train consistently over many years to achieve his full potential.

In my years of coaching experience I have seen the best power numbers by in the men’s category as follows (based on 20 minutes at 150-165lbs): Cat 5s: 260-280W, Cat 3-4s: 300-320W, Cat 1-2s: 340-380W, international Pros: 400-450W.

Mental Strength and Focus

The key to a successful time trial is to be mentally prepared ahead of time. You want to achieve a state during the time trial where you are fully concentrated (“in the zone”). This is hard to achieve without mental preparation. You also need a lot of will power to go deep and give it your best effort.

How to get “in the zone”

A time trial hurts a lot worse when you don’t prepare mentally. Preparing mentally for a time trial race includes lots of visualization in the days and weeks leading up to the race. Visualizing repeatedly your best effort will trick your brain to believe that it has raced the time trial many times before. If you visualize diligently, you will achieve a state on race day where it feels like you are on auto pilot, completely “in the zone”, with your body and mind knowing exactly what to do.

Will Power

A great time trial racer has loads of will power. Strong will power can become a learned habit through regular actions of courage and discipline. A strong desire - something that really motivates you - will naturally increase your will power.

Know what motivates you to give a super effort. Some of us are motivated by our own personal improvements, a specific event, or competing against other racers . We are all wired differently.

What motivates and inspires you to give your best effort? Figuring this out will help you tap in to your best performance.

Aerodynamic Equipment

Time trialists love to focus on improving their time trial bike and equipment. A fully set-up time trial bike is a big advantage over a regular road bike, especially at higher speed.

The standard equipment these days for successful time trials is usually a front tri spoke or carbon deep section wheel, a rear disc wheel, an aero flat-back position (if you are flexible enough and can still put out good power), and a time trial bike. Minor adjustments to the angle of the aero bars can save you a few seconds and result in the difference between first and second place. No wonder wind tunnels are more and more visited by serious racers each year.

In my experience there is a happy medium to be found between your best power output and the most aerodynamic position. When you start to drop the aero bars very low you begin to lose power (as you close the angle between your torso and your legs). Training regularly on your time trial bike can help limit this from happening.

A skin suit, aerodynamic helmet and aero shoe covers are standard time trial gear. These days most of the top riders have similar equipment so it is more or less a level playing field where athletic ability still shines through.

Whether you consider yourself a good or an average time trialist, one thing is for sure, you can always improve and go faster by improving the different areas related to peak time trial performance.

Simon Kessler is a former pro racer , multiple National Champion, and owner of Simon Says Cycling coaching. For the vacation of a lifetime check out the Tour de France bike tours he guides every summer with Gourmet Cycling Travel. For more information on coaching or bike tours contact Simon by email at: simon@simonsayscycling.com.

Eddy Merckx EMX 1 Review

2010-04-22T14:37:00.009-04:00

My first ride on the EMX 1 was a race. Nothing serious, just the local crit. But as we all know, a race is different to riding because you need to be more in tune with your bike. The nature of the EMX 1 is such that I felt right at home from the first lap. The EMX 1 knew just where to sit and which wheels to follow. The predictable handling made me feel confident and the stiffness gave me favor out of the saddle when closing gaps. My first thought about the EMX 1 was, Eddy knows bikes and there is a lot of benefit to riding a bike designed by the true king of modern cycling.
The Shimano 105 EMX 1 bike is not exactly a hardcore race bike. The wheels would need to be upgraded and some weight would have to be shed before it could be considered race ready. Yet as is, the bike rides beautifully and without any changes, it could satisfy a fast group ride or centaury.

Characteristics: The superb handling is the most pronounced ride characteristic of the EMX 1. It is both comfortable and stiff, but it’s real strength is the feeling of confidence it inspires around corners and how true it seems to ride in a group. On the EMX 1, I felt at home and never at odds with the machine.

Weight: There is nothing light on the EMX 1 so there is plenty of room for improvement if you wanted to get the overall weight down. The frame is made from 24HM UD carbon and the tubing quite thick with a lot of shaping for stiffness and I am sure some style so it’s never going to build into a sub 16 lb climbing machine. Out the box the size 45cm(53.4cm TT) was 18lbs. I am 5’10” and the bike looks a little small for me but rides great set up as seen in the pics.

Shimano 105 Group: Don’t be fooled, it still rides beautifully and at this point in the game there is a lot of attention given to newer product. But, Shimano 105 still remains a top performer for the money. Shifting is always smooth and the uniform alloy finish is very classy on the EMX1. I liked the fact that the group is not at all compromised. No substitutions. No weird name chain etc.

Components: The Eddy house brand bars and stem were a nice surprise - very functional, well finished and quite light. The Eddy branded Prologo saddle is fantastic, no need for an expensive upgrade here. The dye did wear off the lettering after only the first ride, but a few weeks in and its was worn to the point it did not matter any more. The seat post is heavy alloy covered in carbon and not great for adjusting. I could live with it for starters, but would change out right after I got some race wheels for this bike.

Wheels: Shimano make some great wheels and the RS20’s are perfect for training or everyday riding, but I was itching to feel the EMX1’s performance with something else. As expected, the bike took on a whole new character with some fast carbon wheels (which by the way cost as much as the bike).

The finish raises expectations: The EMX1 finish is a step above other bikes in it’s class. This got me thinking about the price of the bike and my expectations of it. It’s an Eddy Merckx, so I'm expecting it to perform like it’s world class. It looks like a top tier bike because of the finish, which has me expecting it to be in the weight category of bikes twice as costly. So when I get back to the price I have to remind myself to grade the bike at it’s price tag.

Final score, A for the EMX1.

Pinarello Dogma KOBH 60.1

2010-04-09T12:33:00.002-04:00

Just in from Pinarello and expected July 2010 Dogma KOBH 60.1 Frameset

Pinarello's latest revelation, the KOBH 60.1™ road bike

Developed in conjunction with Team Sky, the KOBH 60.1 was born from requests by the team for a special bike to use in the classic races of northern Europe where the courses are marked with cobbled sections that take a brutal toll on the riders and weather that is unpredictable.

The KOBH 60.1 is parallel in the Pinarello line to the Dogma 60.1™ as it shares the same 60HM1K carbon fiber from TORAYCA®, incorporates Nanoally Technology™, utilizes Pinarello’s exclusive EPS™ molding system and is Asymmetric.

The KOBH 60.1 differs from the Dogma and all other Pinarello bikes with a new geometry developed expressly for the classic races of northern Europe. Dubbed CenturyRide™(Eddy Merckx?), the geometry is designed to provide more shock absorption and comfort thus delaying rider fatigue over long and rough courses. The KOBH 60.1 achieves this without compromising its lateral stiffness which remains on par with that of the Dogma 60.1. This is accomplished, in part, by relaxing the seat and head tube angles, lengthening the head tube and increasing the fork rake. Wheel clearance has even been increased to accept 28mm tires.

The result is not only a bike that is optimal for races such as Paris Roubaix but also one that offers increased comfort for riders seeking a more relaxed position on the bike.

Team Sky will have the new KOBH 60.1 bikes in action at the 2010 Paris Roubaix. The bike will be offered to the public in two different versions, one that will accept any component gruppo and a specific model with internal routing for the Shimano Di2 gruppo.

Shimano Di2 Review: Using Di2 on a non integrated frame

2010-04-08T08:58:00.002-04:00

It’s hard for me as a die hard Campy guy to say it but, IMHO the number one spot in the group set wars is occupied by Shimano Di2. I believe the electronic group is here to stay and it offers a ride quality not possible with mechanical shifting.

Price and finding the right frame: Lets jump right in. Not only is Di2 pricey but matching the electronic group to a frame can be another price bump. There are not many Di2 integrated frames on the market at the moment. Some are sold as complete bike only and others are just ghost ware. You can see them in the pro peloton but good luck trying to get your hands on one. So what about using a normal frame and installing the Di2 using the Shimano supplied cable fixing tape? My experience with this was a good one. I rode a Di2 installed Orbea Opal for 7 months in all conditions and the bike looked great and the tape held up well.

It's all in the shifting: Like nothing else, with Di2 I make twice the shifts I made with any mechanical group and because of this I spend more time in the optimal gear. On a hilly ride it’s amazing even after the novelty had worn off and trust me when you first ride Di2 it’s so amazing you shift just because you can. Months later you shift more because it makes you ride better. The most amazing thing is the front chain ring shifts. No matter what the electronic derailleur works flawlessly and I mean it. I tried hard to trip it up but nada-not-once-never. You can shift both front and rear derailleurs at the same time. Something I don’t do on any other bike but with Di2 I found I did this quite often and it’s very useful. Drop to the small chain ring and drop one cog at the back same time with complete confidence. Very nice!

Unexpected: Something I did not consider until I put the bike together was the weight of the front end. This is one of the reasons I have always favored Campagnolo over Shimano is the lightweight shifters and the effect they have one the feel of the bike. Di2 shifters are lighter than any other shifter and it’s something that enhances the feel and control you have of the bike. Sprinting and climbing out of the saddle are a pleasure with Di2.

The sound: The servo motors in the front and rear derailleur are powerful and have a distinctive sound. I love the sound, it took some getting used to but after some time the sound becomes pleasant maybe addictive. I did consider that it could possibly foil a surprise attack on my foe. Who cares at least I will be in the right gear first.

Charging the battery: The whole idea of owning a bike that had to be charged was a little strange at first. It became second nature and was never a issue for me when using the bike. During the first few weeks I was a little over conscious about it, thinking out when it would need to be charged and when I would be able to do this but as time wore one I got accustomed to charging when needed which by the way is not very often. In all the time I used the bike I never got into a low battery situation that had any effect on my riding. I have spent quite a bit of forum time discussing the merits of the electronic shifting. I have noticed opinions are divided into two camps. Those that have ridden it and those that have not. Battery charging and potential failure are the biggest reasons most of the nay sayers site as issues for sticking to mechanical groups. If you can manage the battery on your cell phone then the battery on your bike is a no brainier.

Back to the non Di2 frame dilemma: If you are spending the money on the group you probably want a frame wired for Di2. But, what if the frame you want is not made for Di2 or you want to sell the frame a few years down the road and not be limited to selling it to only Di2 users? Also, some non Di2 frames might look strange with the guides intended for the regular shifter cables jutting out without cables routed. So electing to go the non Di2 frame route needs to be carefully thought out. Some frames will work well others will not. If installed correctly there are no real drawbacks over a Di2 integrated frame. There is no effect on the groups performance and the cable guide tape Shimano supplies last a good while.

BH G5 frame has possibly the best answer to the dilemma I have seen, the G5 has the ability to mount the battery underneath the down tube and hide the cables in a channel in the down tube. The Di2 integration on this frame does not have any negative impact on it's use with a mechanical group so the frame is the best of both worlds. I can see this becoming the standard.

If you are thinking about Di2 for your bike give me a call, shoot me an e-mail or better still make a comment below.

Ridley Noah Review

2010-04-03T22:34:00.008-04:00

If your number one priority in a bike is speed then the Ridley Noah is a bike you have to put on your short list. If your are looking for the most well rounded or the ultimate do it all road bike, the Noah might not be what you are looking for.

Ridley made some pretty dramatic claims when they released the Noah in 2009. Ridley claimed the

combined effect of R-flow and R-surface technologies reduce wind drag by 11.5%. I am not able to say if this is true or not but I am able to say the aero advantage of this frame was noticeable. So noticeable that I am a convert. Prior to riding the Noah I was not really getting the whole need for aerodynamics in a road frame. I felt that designing a road race frame for aerodynamics was not worth the drawbacks on weight and comfort. After 2 races and 50 hours on the Noah, I am going to feel at a distinct disadvantage on an other frame. Day one on the Noah I noticed the way I was rolling up on my ride companion. It was very similar to a good pair of aero wheels, perhaps even more dramatic.http://www.glorycycles.com/ridley.html

Racing on the Noah, things felt fantastic at higher speeds - when attacking a group through a dip at 35mph, the Noah gave me confidence to bridge to the breakaway. The aero engineering in the Noah makes a significant difference to speed. Riding a Noah in a road race could be the difference between winning or finishing 2nd. In a fast group ride the Noah could take you from hanging onto the back, to making a few pulls at the front. Sounds like a bit much? Yes riding the Noah is over the top - it really is.

No free lunch. Yes friends there is no free lunch. The downside to the Noah’s huge upside in speed is that it’s not very comfortable. The Noah does not climb very well and in strong crosswinds it gets blown around just like deep carbon wheels. None of these are deal breakers, but if you are looking at a Noah as your only bike you need to examine your priorities and realize there are lighter and nicer riding bikes out there.

The Noah’s geometry made it feel more like a drag racer than a typical Belgium race bike. The slightly shorter wheelbase makes it a bike for criteriums and sprinting but not ideal for all day riding. Wheel selection made significant difference to the ride quality of the Noah. The demo bike came with Campagnolo Eurus and Michelin Pro 3 race tires. Although this is a good wheel set it was a little harsh with the Noah. Most real deep carbon wheels might give a similar feel but would be a fantastic performance combination. Using American Classic Hurricanes for daily riding took some of the harshness out of the ride and made for a great combo.

The Noah strikes me as the perfect bike for a tall, powerful rider who lives in a relatively flat area and does fast group rides and races. The high modulus carbon used in the Noah makes the bike very stiff yet still relatively light. The Noah is made from a blend of 40 and 50 ton high modulus carbon. The claimed weight of the frame, with the intergraded seat post, is 1200grams (allow 180gram for the post) this is light for a bike with such stiffness and aero styling.

All carbon drop outs on the fork and rear reduce weight once again and attest to the engineering that went into the Noah. The fork also has a tapered steerer tube and a oversized bearing at the bottom with the standard 1 1/8th on the top. The fork contributes to the cornering ability of the bike and the feeling of confidence out of the saddle when sprinting.

The integrated seat mast was easy to adjust and with 3 options for saddle adjustment the Noah should satisfy most riders.

For details about what gives the Ridley Noah it’s aero advantage, I suggest looking at Ridley’s website dedicated to explaining the technology: http://www.thefastestbikeintheworld.com

Looks as fast as it is. Yes, if it came down to choosing a bike on looks and speed the Noah is a 10/10 . When you see it up close or when you park your Noah at a coffee shop next to “normal bikes”, it just looks fast and your friends know it cause your coffee is cold by the time they get there.

Thank you for reading, comments welcome.

Shimano Di2 Satellite Switch SW-7970

2010-03-21T11:52:00.005-04:00

Expected in our warehouse May 2010. Shimano Dura Ace Di2 Satellite Switch

With the new satellite switch you are able to change gears on the rear dérailleur without taking your hands off the tops of your bars.

Fantastic for climbing, cyclocross and pave' no doubt we will see this technology at Roubaix this year

Zipp 303 Tubular Review

2010-03-20T13:22:00.008-04:00

Under 1200g and aerodynamic enough for a flat time trial. Super stiff yet comfortable. Full carbon rims that are strong enough for a heavy rider to race flat out over the roughest roads. Years back this would have been considered impossible. The only wheel that came close back then was Lightweight - that according to legend Ulrich, Cipo and Armstrong sponsored themselves with and paid full retail for.

The Zipp 303 tubular wheels I tested are proof that dreams come true, what is out of reach today will be the norm tomorrow. If this is the case the next version of the 303 could be the perfect wheel. Right now there are a few things that need to be worked out. Braking is better than the older 303’s but it’s still got a jerk in it, the wheels are unbalanced. The combination of the valve hole opposed to the join in the rim has significant weight that can be felt when riding. Not on a bumpy road or climbing, but on a smooth decent it’s like two kids fighting in the back seat.

The weight of the wheels (1180grams) is something you notice every time you ride them. Every time I pulled the bike out of my car I had to give that front wheel a spin. It’s amazing and the effect on my climbing was huge.

The stiffness of the Zipp 303’s is surprising. They are much stiffer than the older model 303’s and they are stiffer than you’d expect. It almost does not add up. As many wheels as I have tested these are unlike any other in this category. It’s the combination of the high tension spokes and the wider rim that delivers this unique feeling. Out of the saddle when accelerating on a climb or jumping out of a corner, the light weight combined with the stiffness makes the 303’s one of the fastest accelerating wheels I have ever ridden.

Comfort is another area where the Zipp 303’s seem to surpass expectations. Stiff and comfortable at the same time. Once again it’s the wider carbon rim that delivers performance beyond the norm.

With all the focus on the rim technology, the straight pull Sapim bladed spokes and machined alloy hubs are quiet performers behind the scenes. This combination has proven to be reliable and relatively low maintenance. In 2010 Zipp are supplying the wheels with the silver stainless quick release skewers - not as sexy and smooth as the black titanium ones they charge an extra $50 for. I am weird about skewers and couldn’t live with the silver ones. Spokes and hubs are only available in silver. They look great and the high quality of the hubs is obvious. Yet, an all black wheel on some bikes just looks perfect but on the right bike the shiny silver has just as much pop.

I reviewed the 303 tubular. The 303 clinchers are a completely different wheel with a different feel and a good deal heavier. For the test, I used the new wider 23mm Zipp tubular tires which are actually Vittoria EVO CX with the Zipp dimpled tread. These tires have always been a favorite for me. The wider tubular seemed to compliment the wider rim and running this setup about 10lbs less than the standard 21mm width felt just as responsive. They are a little better in the corners and not as jittery as the usual 130-140lbs I had raced on in the past. Racing this set up in the rain would not be a problem at all. Earlier model carbon rims not only braked badly in the rain but were often stiff and unforgiving in corners and on descents. The new 303’s with the wider tires have overcome this issue they can be raced with confidence in almost any conditions.

All in? Yes! For me the 303 Tubulars do it all, no compromise race wheel, good enough for me to feel I can race without compromise until the next generation of Zipp wheels are released.