Interbike Outdoor Demo, Day 1

No matter how many times I do Interbike, every year something unusual, something fresh, something exciting occurs to keep my interest fixed on a location that were circumstances any different, I can assure you I would never consider as the focal point of a long awaited vacation. I am here strictly for work. And while Las Vegas gets weirder with each passing year, that ever-increasing weirdness is a functional corollary to the bike industry itself, not that it’s getting weirder, but that change is ever afoot that each of us arrives with the hope that we’ll see new products destined to make our cycling experiences not so much better, but as thrilling as that first taste of independence how ever many decades ago it occurred.

This year my show started on an unusual note. Rather than host an afternoon ride to experience their products, SRAM invited some members of the media to meet them at the Ventian hotel, next to the Sands Convention Center, and ride out to the Outdoor Demo at Boulder Canyon. What I didn’t recall about the invitation was that we were going to ride the 2012 SRAM Red crank with Quarq power meter and—oh joy—we would ride a predefined section of the bike path to record a roughly five minute effort and then analyze the data recorded. What I found out was something I already knew: I was tired, and the Quarq power meter seems to provide the same level of data as the SRM in a simpler package. The bikes we rode were Specialized S-Works Tarmac SL4s with 2012 Red, Zipp 202s and the aforementioned Quarq power meter.

Once at the Outdoor Demo, the very first bike I went to ride was the new Pinarello Dogma, or if not new, then the latest iteration of the Dogma. It’s been a while since I last rode a carbon fiber Pinarello and there’s been a good reason for that. The last carbon Pinarello I rode was not an impressive bike, no matter what Pinarello fans would have you believe. It used excessive amounts of intermediate modulus carbon fiber and as a result, though it was fairly stiff, it was dead as roadkill.

The new Dogma is nothing like that. I’d heard a few good reports on the bike, but remained suspicious; I wanted to find out for myself, doubting Thomas that I am. The very first thing I noticed was that in picking up the 9000 Dura-Ace-equipped bike it was a noticeably light bicycle, in the 14 to 14.5-lb. range. Upon rolling out I discovered a bike that offered excellent road feedback and precise handling. Telling you the bike was stiff doesn’t say much; what I’ll tell you is that this bike has gained a tremendous amount of stiffness. It’s stiffer than any of the open-mold bikes I’ve ridden as well as most everything else I’ve ridden coming out of Europe.

Regarding the new Shimano Dura-Ace 9000, I can say that I’m really blown away. While I definitely need more time with the brakes, I can say that the issues I had with both front and rear shifting have been solved. That said, Shimano has gone back to a trimmed front derailleur, with both big and little ring trim. Shift force for both front and rear is ridiculously light. The brakes seem to offer better modulation than the previous version, which was my big complaint—great power, but not enough modulation.

A couple of weeks ago I rode with Specialized’s road product manager, a guy named Brent Graves, who is a real industry veteran. Graves summed up the new group by saying, “It’ll give mechanical groups another five years of live.” I have to agree, though nothing will make me like the look of that crank. Even so, I can’t wait until I have the opportunity to get on a group longer-term.

Next on my list was the new Kestrel. The first name in monocoque carbon fiber bikes has struggled as a brand for some years. Good product has never really been the issue, getting the message out has. When I heard that the new Legend had a frame weight of 780 grams and was using some sophisticated construction techniques, including inner molds to improve compaction.

I went out for a ride with Steve Fairchild who led the design of this bike, RKP contributor J.P. Partland and mountain bike legend Joe Breeze. ASI, the parent company for Fuji and Kestrel is also the parent for Breeze’s Breezer bikes, hence the connection there. Fairchild revealed that he wasn’t concerned with making the stiffest bike on the planet. He’s long had a reputation from his work with Fuji, Jamis and now Kestrel for designing bikes that felt good to ride (read: not overly stiff) and handled with enough certainty to inspire confidence in the rider.

The Legend is the first sub-800g frame I’ve ridden that wasn’t designed with crazy amounts of stiffness. It’s a gentler bike and if Kestrel can get dealers to carry them and generate enough press and a big enough marketing effort, this bike could be fantastically popular. My take is that it’s a great alternative to “comfort” road bikes like the Specialized Roubaix. As opposed to making a crazy stiff bike and trying to quash vibration, the Legend lets the vibration move through the bike to inform your sense of the road surface, but in offering some flex, increases a rider’s comfort for the big hits like bumps, manhole covers, driveway ramps and such.

My final bike of the day was yet another Pinarello Dogma, but this time equipped with Campagnolo Super Record EPS. Having just come off the Legend which was equipped with Di2, this was my first chance to ride Record EPS on the road and to experience it back to back with Di2. The first, biggest difference between the two systems is that with EPS you definitely have a stronger sense of having just pushed a button. Di2 really lacks a strong tactile component that reassures you you’ve just hit a button. Also, the ability to just hold a button down and either dump gear or downshift straight to the bail gear is perhaps not a matter of jaw-dropping engineering, but it’s a surprising thing to experience. I’d like some more time to ride both groups, but based on this experience, I have to say that I think Di2 may downshift a bit quicker than EPS, but upshifts seem to be just as quick. More significant for me is the tentative approach that I’ve adopted with my own Super Record group has been assuaged by the foolproof front shifting of EPS. Shifts are faster and infinitely more precise.

Tomorrow begins with the Lake Meade ride followed by a frantic attempt to get on a great many bikes I didn’t ride today.


, , , , , , , , ,


  1. SternO

    I have been ridding the new EPS for a little over a month on the Wilier Zero 7 and I have to say it has been flawless. The only issue I have had is that I can not run the “Lightweight” wheels on the Wilier as the rear wheel just barley nicks the spokes at the rear derailluer cage when in the 25. When you adjust it in it does not shift up nicely. I switched out the Lightweights with ENVE 3.4 and all good so I put the Lightweights on the LOOK 695 with Campy Mechanical and all good there. I have checked with Lightweight and also Campagnolo and have no answer as I was told the cages for both EPS and Mechanical were the same dimensions. I am going to try another hanger on the Wilier and see if that answers the problem.

  2. tinytim

    Man, what a borefest. Riding new shiny bikes around the desert and lookin all clean and shit. What about underbike and all the fearand loathing? ‘Kinevil must be way too hungover ’cause there anint no post on his wall. what really happened in vegas?

  3. John

    were those new 202 FC clinchers? Any thoughts on those or the SL4 you rode. I realize it’s not new, but looking at one and interested in feedback.

    1. Author

      John: I’ll have reviews of both the FC 202s and the Tarmac SL4 coming soon. The Tarmac should be up in the next week or two. They are both dynamite products.

  4. Pingback: New Kestrel Legend SL & Retul Fit « My-Tri Blog

Leave a Reply

Your email address will not be published. Required fields are marked *