For all those of you who fell in love with the Castelli San Remo Speedsuit, this is the thermal ‘cross version. It features heavier-weight Roubaix Lycra for cold conditions and though the sleeves are longer, they are cut just to elbow length (just longer than) because Castelli’s research showed most racers were pushing up the sleeves on their long-sleeve skinsuits. Pricing on the custom San Remo Speedsuits is surprisingly good, though the number you buy will influence your final price. I have a covet.
Parlee showed a new frame set in the Enve booth. Long known for truly cutting-edge work in carbon fiber, the new Z0 rivals the very finest work any of the big guys are doing, while offering completely custom geometry. The frame will weigh in the neighborhood of 750 grams, depending on size and while the price hasn’t been announced, it will run upward of $5k.
Internal cable routing for either mechanical or electronic groups is one of the many, choice features of the frame.
The appearance of the new Z0 is as simple as it is elegant. Gone are the abrupt lug transitions of its predecessors. What you see now are the smooth lines of other monocoque frames. And that’s how Bob Parlee describes the frame—monocoque. Yes, it features eight tubes constructed by Enve, but what really brings those elements together in what appears to be an essentially seamless unit is Parlee’s incredible workmanship and skill. In a nod to what other companies have found regarding stiffness, the Z0 will feature a tapered head tube with 1 1/8-inch top and 1 1/4-inch lower bearings. That’s still not as big as most companies, but Parlee said it’s an effort to balance the needs of the all-day rider versus the need for performance. Speaking of the needs of the all-day rider, the z0 will accommodate 28mm tires. Yeah, it’s like that.
Parlee also showed this disc-brake version of the new Z0. They expect it to be a standard option soon. Making the bike all the more attractive was the powder blue with orange paint scheme that recalls the Ford GT40, arguably one of the more iconic cars ever created.
Stages Cycling introduced a new power meter that will go for $699 and is contained entirely within the non-drive-side crank arm. It is both bluetooth and ANT+ compatible so it can talk to any device you’re running, including your iPhone or Android. They’ve inked agreements with most crank arm manufacturers so nearly any crank you might be running is available.
The StageONE power meter has been in development for more than two years and while it might not do everything that an SRM does, the vast majority of us don’t need quite the level of detail that it provides. Honestly, I don’t care if I’m using a power meter that’s off by 10 watts, so long as it’s consistent, nor do I care that much about an imbalance in my leg strength; I have neither the time nor inclination to head to a gym to solve one relatively minor problem. I think the real genius in this is that: A) it adds only 20 grams to the bike’s weight and B) if you’re running the same group on multiple bikes, you can conceivably swap the crank arm from time to time so that you can enjoy wattage data from more than one bike while still enjoying your choice of wheel sets.
I can’t say that anything I saw at Enve was new. I couldn’t help but stop by their booth because of the number of cool bikes they had and I’m eager for a chance to ride some of the new Smart system wheels in carbon clincher. A chance just to look at them is too good to pass up.
Polar has a new wrist unit GPS. Okay, so wrist units strapped to a handlebar are sooo 1990s (they’ll have a handlebar-specifc unit for 2013), but the entry by Polar into the GPS game is pretty interesting. The genius of Polar has never been the units themselves, it was always the software and firmware. The company has always been fixated on helping users analyze their training so they get the most out of each workout. The RC3 GPS includes a full suite of GPS features plus Polar’s Smart Coaching software which provides a viable alternative to products like Training Peaks.
The RC3 GPS bike package includes a heart rate monitor chest strap plus cadence sensor and goes for $369.95. It’s also worth noting that while the usability of Polar units has long been in question (they can be more complicated to operate than a Rubik’s Cube), the RC3 GPS was terrifically easy to operate, with a minimum number of button presses to start a workout.
Also worth noting is that Polar is now selling a bluetooth compatible heart rate monitor chest strap. So for all of you out there who run Strava on your iPhone while it sits in your jersey pocket, this is a way to record heart rate data without a dongle. Not just cool, damn cool.
I got my first look at the Sufferfest videos over at the Minoura booth. Minoura has been making solid trainers for ages; I had one back in the 1990s that I put 1000 miles on in a single winter.
It’s a winter I don’t wish to repeat. However, if I had to, the Sufferfest videos with their funny copy, imperative instructions and first-rate race footage could make an hour go by like 15 minutes, and anyone who has ever spent time on a trainer knows that the world usually works the other way around. It doesn’t hurt that if you buy a Minoura trainer you get a Sufferfest DVD with the unit. I can say that the only way I made it through that aforementioned winter was by watching VHS tapes I had recorded of any/all racing that appeared on TV. The Sufferfest video boils the action down into crafted workouts that are both structured and fun to watch, if not to do.
Which is the point, I suppose.
This would be a detail from a Pegoretti frame. ‘Nuff said.
Giordana and DMT have gone big on neon yellow. For everyone who has associated the color popularized as “Screaming Yellow” by Pearl Izumi as the mark of a new cyclist, get ready to have your assumptions nullified like so many Florida votes. If Giordana has any say in it, you’re going to be seeing a lot more of this seemingly battery-powered color on the road. Whether it’s an offense to your eyes or your aesthetics (or both) having a few more of us out in this color can’t help. We might be seen with more frequency and if your average texting driver gets the idea that free-range cyclists are more common, then they might thumb-LOL their friends a bit less. Which would be good for our survival, huh?
Let’s see, it’s corporate and smacks of the kind of branding tie-in that results in Jack Daniels’ BBQ sauce at chain eateries like T.G.I. Friday’s. But dude, something about this screams summer day and, “Have a Coke and a smile.” Which it did. Make me smile, that is. The folks at Nirve are no dummies. It’s a Coke crate on wheels screaming with the Dopamine bliss of ice cold sugar and caffeine. I don’t just like this bike, I want it, but only if I can get it complete with the banner.
There’s a reason why companies like Trek, Giant and Specialized are working hard to squeeze lines like Focus and Felt out of their dealers. They are offering killer values. The Cayo Evo 6.0 in the foreground retails for a measly $2150 and features the exact frame as its more expensive Cayo Evo counterparts. The drivetrain is Shimano 105 with an FSA crank and Fulcrum wheels. Its big brother, the Cayo Evo 1.0 goes for $4500 and comes equipped with Campy Chorus and Vision wheels.
Read Part I here.
On a detail-by-detail basis the Izalco is perhaps one of the more unusual bikes I’ve ever seen. All of the cables (except for the front brake) are routed internally. The derailleur cables enter the frame at the head tube and run down channels in the down tube. The channels make noticeable bulges in the down tube. From everything I’ve seen over the years, this design feature should be terribly difficult to execute properly. The challenge is maintaining proper compaction for the carbon fiber around those tubes the cables pass through. What I’ve come to appreciate though is that frames with poor compaction have an oddly dead feeling, a sensation that’s different from a bike with deliberate vibration damping properties, such as some of the Time frames.
The Izalco doesn’t suffer that dead feeling. It’s a lively feeling bike, though not so lively as an unpainted carbon bike. So I’ve used the descriptors lively and crisp and I’ve mentioned that it’s not so stiff that it beats you up like some other carbon bikes I’ve ridden. The question is, where does that balance come from?
Part of that answer lies in details found in the top tube. The shot above is a top-down view from the saddle. The Izalco has one of the smallest (in diameter) top tubes of any carbon bike I’ve ever ridden. It’s close to round or actually round for most of its length beginning from the seat tube. Shortly before reaching the head tube it begins to swell, largely in width, less so vertically. The effect here is to counteract twisting at the head tube.
Years ago our concern with bikes was how stiff they were at the bottom bracket. It wasn’t hard to make the chain rub the front derailleur when you made a jump in the 53×19 on a steel bike. Carbon eliminated that but showed us something else that had been happening with steel bikes all along: frame twist, or lash as some called it. Tapered forks, big head tubes, big head tube-down tube junctions and swelling top tubes are all part of frame makers’ responses to that issue. It’s also why a carbon bike with a highish bottom bracket short wheelbase and not much trail can feel as neutral in handling as it does. I hated steel bikes with geometry figures like those.
Okay, on to what is one of my favorite features of the Izalco: its sizing. The Izalco isn’t a bike for midgets or giants. Okay, not to be flip about this, it won’t accommodate the absolute widest array of riders. Riders shorter than 5’4″ are probably not going to be able to ride this bike; women that tall or less so will almost certainly have to look elsewhere. And that crack about giants? That was a bit of hyperbole. Anyone taller than about 6’1″ is likely going to have an issue getting fit on this bike. So why do I like it so much? Because Focus offers the Izalco in eight sizes between its smallest size (a 52cm top tube) and its largest (a 58.8cm top tube).
Let’s put this in perspective. Most companies design their size run in 2cm increments and work out from a 56cm top tube, which is the size around which most bikes are designed. It’s also the first production sample which is why if you’ve got an engineer who’s 6’2″ things can get a little weird. So most companies would go 52, 54, 56, 58 and 60cm sizes. That’s five sizes covering a slightly broader range than what Focus offers. Their run goes like this: 52, 52.5, 53.7, 54.3, 55.5, 57, 58.2 and 58.8. Okay, so there’s no linear function that can explain those particular increments chosen, but the largest single jump in top tube length is 1.5cm, from the 55.5 to the 57 (which I’m guessing was their start size). Not another review of this bike has made mention of its eight sizes and that truly is one of its best features. I don’t care what other production carbon lines you’ve looked at, if you’ve had fit issues and aren’t shopping at petites or big and tall, the Izalco comes in a size that will fit you.
I can’t explain the asymmetric lines of the Izalco, but I must say the contours remind me of some of the finer examples of industrial engineering I’ve seen. And by the way, that K-Edge chain catcher is spec’d with the FSA compact crank. It’s a great example of Focus’ attention to detail.
Okay, back to geometry. The 3T Funda Pro fork is available in three rakes. Focus chose to spec the 43mm rake on each size. What that means is that four sizes—from the 55.5 to the 58.8—all have the same trail because they all share the same 73.5-degree head tube angle. As the sizes get smaller, the trail increases because the head tube angles get progressively slacker. The 54.3 TT gets a 72.5 HTA, the 53.7 gets a 72, the 52.5 gets a 71.5 and the 52 gets a 71.25. Going to a 45mm rake for those small sizes would seem to make sense.
My experience with the 57 was really enjoyable. Equipped with Ultegra, the bike weighed in at 16.5 lbs. It was enough heavier than most other bikes I’m riding that I noticed the extra weight when trying to accelerate for sprints on group rides and on those early ramps on longer climbs. Which is to say that I never noticed the weight, except when I noticed it and at those moments, because I was deep in the red, I’d have paid good money to lose two pounds from that bike. I’d have paid even more to drop that much or more from me as well, but I’m done with eating like a broke college student.
There’s a road in Malibu called Stunt. It’s among the many tricky descents there, but unlike the great majority of others it’s a road that sits right at the threshold of my ability. On the right day with the right bike, I can get down Stunt without touching my brakes. The Izalco is one of maybe five bikes I’ve descended Stunt on and never touched the stoppers. When I say it offers truly precise handling, I mean it’s a bike I count among a rarefied few, though that list has begun to grow.
Honestly, I’m glad they didn’t send me the sub-5 kilo Izaclo Ultimate. I’d have had to buy it.
Multiply one guy by three days by more than 100 exhibitors who rank somewhere between curious and fascinating and the result is a negative number. The show really can’t be fully digested that way. When I left the floor of Interbike Friday afternoon, I had more questions than when I entered. The list of products I am dying to ride is too long to prioritize.
The number of companies that didn’t display on any level was much greater than I previously understood. I had assumed that Ochsner Imports, an importer with a number of interesting lines, would be present, but they had no booth. More than a few companies had smaller booths than in previous years.
The question of the relevance of the show was further called into question by the number of exhibitors taking orders at the show. I spoke with but one exhibitor who had taken orders in meetings with retailers.
One of the biggest trends illustrated at Interbike was the number of European companies that now own their American distributorship as a subsidiary. Sidi has formed a new U.S. distributorship, as has the German bike manufacturer Focus, whose Izalco was one of the freshest takes on bike design I saw all week. Despite occupying a distant corner of the show floor, the Focus booth enjoyed an ongoing stream of visitors.