Interbike Outdoor Demo, Day 2

When I was a kid, the ultimate vacation I could take was to go to Disney World. I’d be excited for days, even weeks beforehand, dreaming of all the incredible rides I’d enjoy once through the park’s gates. Once actually through the gates, choosing what to go on first was no easy task.

Outdoor Demo has taken the place of Disney World for me. There are more bikes to ride and people to see than I possibly get through in two days, even after eliminating from the list everyone I’ll see inside the convention hall. But it never actually works out quite that way.

I began today with a spin on the Neil Pryde Alize, one of the bikes that I saw this summer at Press Camp, but for which I was too short on time to go for a ride. I rolled out with the early morning Lake Meade ride and while there are a great many people on that ride looking for a good hard ride as it could be their only chance to ride in the next four or five days, I decided to hide in the back of the group and take an early turn around so that I could get on to riding other bikes.

The Alize was a pretty nice bike. If anything, it reminded me of Felt’s Z bike before its newest incarnation. There was plenty of stiffness to be responsive but not so much stiffness you wanted to take air out of the tires. The handling was very predictable. Oddly, I found my heels hitting the chainstays, which, because I’ve got size 42 feet, is a very unusual—essentially unheard of—phenomenon. Aside from that one detail, a nice bike.

It’s been a while since I last rode one of Specialized’s more entry level road bikes. I rolled out on a Roubaix Comp mostly to see just how lively a ride Specialized’s more budget-oriented grand touring model would offer. For 2013 the Comp gives riders many of the features found in the previous Roubaix SL3 frame. Honestly, at this price point ($TK), I expected something on the doornail side of dead. Surprisingly, this bike was anything but.

There’s no doubt that the Zertz vibration dampers do mute some of the high-frequency vibration that would otherwise reach a rider’s hands and rear, but what surprised me is just how much feedback I was still able to experience. This bike is a good deal more sensitive than its predecessors.

The other aspect of the bike’s ride quality was the amazing stiffness this bike possessed. I wouldn’t expect too many bikes in this price range to offer the precise tracking or BB stiffness found in this bike. And while I have traditionally ridden a 56cm frame in the Roubaix (though I ride a 58cm in the Tarmac), I went out on the 58cm Roubaix this time and while the steering felt a bit light initially due to the high bar, I was able to shift my weight forward a bit in turns to make the bike handle a bit more predictably. I gotta say, though, riding uphill with a bar that high was more comfortable than a chaise lounge at the beach. Okay, maybe not quite, but I liked it in the same surprised-at-how-great-this-is experience.

My very next bike was of a piece, the Giant Defy 0. This is Giant’s next to the top-of-the-line for its grand touring line, or as they call it, their “Endurance” line. Position is very similar to the Roubaix on this bike thanks to a long head tube. I tell ya, it’s kinda nice to sit up like that. The frame offered really good stiffness in torsion without being overly stiff vertically. Road feedback was good; it offered a bit more sensitivity than the Roubaix, but it wasn’t the high-volume feedback that I’ve found in some frames.

The seat tube and seat stay shapes suggest a bike that should be pretty harsh at the saddle, but that wasn’t my experience at all.

Of al the bikes coming out of Europe, the #1 bike that my friends covet has been Look’s 695. I’ve been curious what the draw is, so I spent some time hanging out at Look until one was returned. In differentiating the 695 from some of the top-of-the-line American frames Look staffer Kevin Padgett used a wine analogy. He suggested that American bikes were like California wines—bolder, more fruit-driven, and less apt to age well—whereas the Look was more like a grand cru Burgundy—refined, structured, less flavor-of-the-month. Does the comparison really hold up? It’s hard to say. I do think it’s a fun way to get people to think about differences between bikes, though.

Here’s what I can tell you about the 695: There’s a good reason that people have been excited about this bike. It offers exquisite sensitivity and provided one of the stiffest platforms from which to sprint that I rode in the two days of Outdoor Demo. Honestly, I was surprised by how much road surface feedback the bike offered; every French bike I’ve ridden prior to this one was as wooden as a barn.

The other detail I liked about the bike was its geometry; it didn’t feel overly aggressive, so on the fastest parts of the demo course, it felt very stable, it was still really easy to flick into a corner. This was one of my favorite bikes of Outdoor Demo and one for which I’d really like to do a more in-depth review.

The 675 is Look’s response to the grand touring segment. While there’s loads of seatpost showing in the photo above, the bike in question is a 56 rather than a 58. While not as dead as many of the French maker’s older models, the 675 was intentionally laid up with the goal of damping a significant amount of vibration to leave riders feeling fresher at the end of a long ride. It’s harder for me to comment on the handling of this bike due to its small size; with the bar so low there was enough weight on the front wheel to make the handling a bit sluggish.

The unusual integrated stem and top-tube design looks like it isn’t very adjustable, but spacers are available to raise the stem so you’re not locked into a single fit.

The Litespeed C1 was easily the biggest surprise of all the bikes I rode at Outdoor Demo. More than any other bike, I really want to have time to do miles on the C1 in order to do an in-depth review. The c1, for those who aren’t familiar with the bike, is Litespeed’s contribution to the aero road bike category. The C1′s design engineer responsible for this bike, Brad Devaney, told me that their wind tunnel data showed this frame and fork provides a rider with more aerodynamic gain than a set of Zipp 404s. The claim seemed to hold water because on the downhill run on the demo loop the bike was significantly faster than my previous two trips down. While I didn’t have a speedometer of any sort, what I noticed is that I had to brake for a turn that I’d previously sailed through due to higher perceived speed on my part.

Seeming fast and being fast may be two different things; I’m sure I’ll be able to settle that for myself if I have a chance to review the bike. The problem aero road bikes have typically faced is that due to their narrow tube profiles, they lack torsional stiffness, so they get loaded up with more carbon to make them stiff, but the extra carbon deadens the frame feel. Well, the C1 was nearly as lively in feel as some of my favorite non-aero road bikes. To get great aerodynamics, solid road feedback and world-class stiffness in one bike has been rare. I need more time on this bike.

The L1 is Litespeed’s newest bike, an 830g road frame (they are already working on a new layup that could shave even more weight) that can take on bikes like the Specialized Tarmac, Felt F1 and BH Ultralight (I dropped by BH to try to take an Ultralight out, but I couldn’t get anyone to acknowledge me, so I left after 10 minutes). Compared to the Felt F1, this was a less aggressive, more comfortable bike, yet it seemed to give up nothing in torsional stiffness or precise handling.

This massive BB looks like it’s going to be stiffer than a plate glass table but a surprising degree of comfort comes through to the saddle. For as responsive as the bike was, I was surprised by how pleasant it was to stay in the saddle on rough pavement.

While the size of the seatstays suggests stiffness, the fact that the seatstays merge with the seat and top tube enables Litespeed to use longer carbon fibers in its layup and that helps the ride quality.

On a separate note, a number of readers out there who work in the industry saw me in my RKP kit and came up to say hi. If I didn’t thank you then, thanks for taking a moment to say hi and thanks for reading.

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6 comments

  1. A Stray Velo

    I’d like to see longer reviews of the Litespeed L1 and C1 in the future on this site. Maybe I’m a minority but I really dig Litespeed’s carbon bikes. It could be I like them because I see no one else riding them but they appeal to me either way.

    Bummer about BH…why go to a show if you’re not going to bring your A game…

  2. bigwagon

    Regarding the price of the Roubaix Comp, is $TK roman style for “I can’t afford it? ;)

    P.S. As a fellow Petersen Pub amu, I actually do know what that means!


    1. Author
      Padraig

      Bigwagon: Man, it was late, I was tired, I didn’t find the price and then I forgot to correct it. #fail

      I did at least estimate it’ll be in the $3500 range.

      Did we work together? If so, I’d love to hear from you. Drop a note to the info@ address, please!

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